Aircraft ife system interfacing with a personal electronic device (ped) for redeeming an in-flight coupon and associated methods

ABSTRACT

A communications system for an aircraft includes at least one personal electronic device (PED) carried by an aircraft passenger, and an aircraft IFE system. The PED includes a PED display, a PED memory for storing an in-flight coupon to be redeemed by the passenger while in-flight, and a PED controller for displaying the stored in-flight coupon on the PED display. The in-flight coupon has an in-flight coupon token image associated therewith. The aircraft IFE system includes an IFE video entertainment source, IFE passenger seat displays, a respective IFE optical sensor associated with each IFE passenger seat display, and an IFE controller. The IFE controller selectively displays video from the IFE entertainment source on the IFE passenger seat displays, and receives the stored coupon for redemption based upon a respective IFE optical sensor sensing the displayed in-flight coupon token image associated therewith on the PED display.

FIELD OF THE INVENTION

The present invention relates to the field of communications systems,and more particularly, to a personal electronic device (PED) supportingnon-commercial transactions on-board an aircraft.

BACKGROUND OF THE INVENTION

Commercial aircraft carry millions of passengers each year, andtypically include in-flight entertainment (IFE) systems for passengerenjoyment during such flights. Entertainment systems may includeindividual seatback displays, where movies or other stored videoprogramming are selectable by the passengers. In addition to prerecordedvideo entertainment, live television broadcasts may be provided viasatellite receivers.

Such aircraft IFE systems, however, suffer from several disadvantages.Some passengers find that the aircraft IFE systems are complicated tooperate. Selection of the viewing content, for example, can provedifficult due to the awkward placement and operation of the usercontrols.

In addition, some passengers find that the viewing content is difficultto enjoy. Passenger displays typically are located overhead and/or onopposing seatbacks. In addition, some or all of the passengers travelingaboard the aircraft can be inhibited from enjoying the viewing contentif the IFE video entertainment source fails.

One approach to address this disadvantage is to have the aircraft IFEsystem communicate with personal electronic devices (PEDs) carried bythe aircraft passengers to support the aircraft IFE system. For example,the PED may be used as a remote control to control the video provided bythe aircraft entertainment source. In addition, viewing content from aPED can be provided to the aircraft IFE system for viewing on aseat-back display. In this configuration, the PED operates as a videoentertainment source as well as a remote control.

U.S. published patent application no. 2009/0077595 discloses a PED incommunications with an aircraft IFE system via an access point.Communications may be via a wired or wireless connection. After the PEDis coupled to the aircraft IFE system, viewing content from the PED canbe integrated “on the fly” into the aircraft IFE system via aninteractive audio/video presentation system. The interactive audio/videopresentation system is part of the aircraft IFE system, and provides theuser with an ability to switch between viewing content provided by theaircraft IFE system and viewing content from the PED. The PED exchangescontrol signals or commands, such as user control signals or usercontrol instructions, with the aircraft IFE system so that the PED alsofunctions as a remote control. In addition to viewing content providedfrom a PED to the aircraft IFE system for viewing on a passengerdisplay, viewing content from the aircraft IFE system can be provided tothe PED for viewing.

In order for a PED to wirelessly interface with an aircraft IFE system,a registration typically needs to be performed. In the above-referencedU.S. published patent application no. 2009/0077595, the PED registersvia an access point using a wireless registration scheme.

Similarly, in U.S. Pat. No. 7,343,157, a PED is used to access apicocell, which in turn connects to a media server by dialing theappropriate numbers. In U.S. published patent application no.2005/0044564, the PED includes a communications port that is configuredto wirelessly communicate with a communications port of the aircraft IFEsystem.

However, these references provide a top-level discussion of how theregistration schemes are implemented between the aircraft IFE system andthe PEDs. A need still exists for improving how PEDs carried by aircraftpassengers are integrated with an aircraft IFE system.

There is a demand for commercial transactions to be initiated forvarious products and services while passengers are onboard the aircraft.For example, U.S. 2009/0228908 discloses the use of portable mediadevices to facilitate commercial transactions onboard an aircraft, wherethere is a portable media device for each passenger seat. Each portablemedia device includes a credit card reader system, and communicates withthe vehicle information system that in turn further facilitates thetransaction.

In addition to commercial transactions, there is also a demand to allowselected passengers to take advantage of specials or promotions offeredby the airline. Specials or promotions offered by the airline may bereferred to as non-commercial transactions. Depending on thecircumstances, passengers may now receive a coupon or voucher beforethey board the aircraft that allows them to receive complimentaryheadsets or a complimentary alcoholic beverage, for example.Unfortunately, if a passenger looses their coupon or voucher or simplyforgets to bring it on-board the aircraft, the passenger is not able totake advantage of the promotion.

SUMMARY OF THE INVENTION

In view of the foregoing background, it is therefore an object of thepresent invention to provide a straightforward way for a passenger toredeem a coupon or voucher while on-board an aircraft.

This and other objects, features, and advantages in accordance with thepresent invention are provided by a communications system for anaircraft comprising at least one PED carried by an aircraft passenger,and an aircraft IFE system.

The PED may comprise a PED display, a PED memory for storing anin-flight coupon to be redeemed by the passenger while in-flight,wherein the in-flight coupon has an in-flight coupon token imageassociated therewith. A PED controller may display the stored in-flightcoupon on the PED display.

The aircraft IFE system may comprise at least one IFE videoentertainment source, a plurality of IFE passenger seat displays, arespective IFE optical sensor associated with each of the plurality ofIFE passenger seat displays, and at least one IFE controller. The IFScontroller may selectively display video from the IFE entertainmentsource on the IFS passenger seat displays, and receive the stored couponfor redemption based upon a respective IFE optical sensor sensing thedisplayed in-flight coupon token image on the PED display.

The PED advantageously allows the passenger to present an electronicversion of an in-flight coupon. This avoids the use of a hard copy ofthe in-flight coupon that may become lost or misplaced. The in-flightcoupon may be applied toward a number of different items. For example,the IFE video entertainment source may provide a premium video package,and the in-flight coupon permits the passenger to complimentary accessthe premium movie package. Another example is for the in-flight couponto permit the passenger to receive a complimentary set of headphones ora complimentary food and/or an alcoholic beverage.

The aircraft IFE system may further comprise at least one cabin displaycoupled to the IFE controller for displaying a passenger's in-flightcoupon that is to be redeemed. This helps to expedite redemption of thein-flight coupon when the in-flight coupon is directed to acomplimentary set of headphones, food and/or an alcoholic beverage, forexample. In contrast, if the in-flight coupon is directed to acomplimentary premium movie package offered by the IFE videoentertainment source, for example, then the in-flight coupon may bedirectly applied by the IFE controller without display on the cabindisplay.

The PED may receive the in-flight coupon prior to the passenger boardingthe aircraft. For example, the PED wireless transceiver may receive thein-flight coupon via e-mail that is then stored in the PED memory.

The PED may be configured to register with the aircraft IFS system. Inthis configuration, the PED may further comprise a PED wirelesstransceiver, and the PED controller may generate a respectiveregistration token image on the PED display, and communicate via the PEDwireless transceiver. The IFS controller may then communicate with thePED wireless transceiver via the IFE wireless transceiver based upon arespective IFE optical sensor sensing the registration token image onthe PED display so that the PED controller is registered with the IFEcontroller.

Once the PED is registered, this advantageously allows the PED toreceive in-flight coupons after the passenger boards the aircraft. Inthis case, the IFS controller may provide the in-flight coupon to thePED memory by communicating with the PED wireless transceiver via theIFS wireless transceiver. An in-flight coupon generator coupled to theIFS controller may provide the in-flight coupon to the PED afterregistration. Operation of the in-flight coupon generator may be basedon a passenger database, for example.

The IFE optical sensor may comprise a camera, and the registration tokenimage may be configured as a bar code, for example. Each registrationtoken image may have a unique number or identification associatedtherewith. Similarly, each in-flight coupon my also be configured as abar code having a unique number or identification associated therewith.

Another aspect is directed to a method for operating an aircraftcommunications system comprising at least one PED carried by an aircraftpassenger, and an aircraft IFE system as described above. The method maycomprise storing an in-flight coupon in the PED memory to be redeemed bythe passenger while in-flight, and operating the PED controller fordisplaying the stored in-flight coupon on the PED display, with thein-flight coupon having an in-flight coupon token image associatedtherewith. The IFE controller may be operated for selectively displayingvideo from the IFE entertainment source on the IFE passenger seatdisplays, and for receiving the stored coupon for redemption based upona respective IFE optical sensor sensing the displayed in-flight coupontoken image coupon associated therewith on the PED display.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of an air-to-ground communications networkin accordance with the present invention.

FIG. 2 is a schematic diagram of another embodiment of the air-to-groundcommunications network with passenger carried equipment on the aircraftin accordance with the present invention.

FIG. 3 is a schematic diagram of another embodiment of the PED shown inFIG. 2 with the translator device integrated therein.

FIG. 4 is a schematic diagram of the air-to-ground communicationsnetwork in which predetermined web pages are transmitted over an airportdata link for storage on the aircraft in accordance with the presentinvention.

FIG. 5 is a screen shot from a PED of an interactive map correspondingto the flight path of the aircraft in accordance with the presentinvention.

FIG. 6 is a screen shot from a PED of an interactive map correspondingto the destination of the aircraft in which different informationcategories are displayed in accordance with the present invention.

FIG. 7 is a schematic diagram of the air-to-ground communicationsnetwork in which network selection controllers are used for selectingbetween satellite or air-to-ground communications in accordance with thepresent invention.

FIG. 8 is a schematic diagram of the air-to-ground communicationsnetwork in which hard handoff controllers are used for handing off theaircraft between base stations in accordance with the present invention.

FIG. 9 is a schematic diagram of the different content delivery channelsavailable for distribution to the aircraft passengers in accordance withthe present invention.

FIG. 10 is a schematic diagram of the aircraft illustrating thedifferent ranges in which data communications is received in accordancewith the present invention.

FIG. 11 is a schematic diagram of a communications system illustratingregistration of a PED with an IFE system using aircraft generatedregistration token images in accordance with the present invention.

FIG. 12 is a schematic diagram of the PED as shown in FIG. 11.

FIG. 13 is a view of a passenger seat display displaying a registrationtoken image in accordance with the present invention.

FIG. 14 is a diagram of a PED input device illustrating available remotecontrol functions in accordance with the present invention.

FIG. 15 is schematic diagram of another embodiment of the communicationssystem illustrated in FIG. 11 wherein an IFE seat electronics box (SEB)controller interfaces with the IFE passenger seat displays.

FIG. 16 is a flowchart illustrating registration of a PED with an IFEsystem using aircraft generated registration token images in accordancewith the present invention.

FIG. 17 is a schematic diagram of a communications system illustratingregistration of a PED with an IFE system using PED generatedregistration token images in accordance with the present invention.

FIG. 18 is a schematic diagram of the PED as shown in FIG. 17.

FIG. 19 is schematic diagram of another embodiment of the communicationssystem illustrated in FIG. 17 wherein an IFE seat electronics box (SEB)controller interfaces with the IFE passenger seat displays.

FIG. 20 is a flowchart illustrating communications system illustratingregistration of a PED with an IFE system using PED generatedregistration token images in accordance with the present invention.

FIG. 21 is a schematic diagram of a communications system illustrating aPED operating as a commerce device in accordance with the presentinvention.

FIG. 22 is a view of a passenger seat display displaying anadvertisement and an advertisement token image associated therewith, anda registration token image in accordance in accordance with the presentinvention.

FIG. 23 is a schematic diagram of a PED in accordance with the presentinvention.

FIG. 24 is a schematic diagram of the communications system shown inFIG. 21 completing transaction of an on-board purchase while theaircraft is airborne.

FIG. 25 is a schematic diagram of the communications system shown inFIG. 21 completing transaction of an on-board purchase while theaircraft is on the ground.

FIG. 26 is schematic diagram of another embodiment of the communicationssystem illustrated in FIG. 21 wherein an IFE seat electronics box (SEB)controller interfaces with the IFE passenger seat displays.

FIG. 27 is a flowchart illustrating operation of a PED as a commercedevice and cooperates with the aircraft IFE system to completetransaction of an on-board purchase in accordance with the presentinvention.

FIG. 28 is a schematic diagram of a communications system illustratinganother embodiment of the PED operating as a commerce device inaccordance with the present invention.

FIG. 29 is a schematic diagram of a PED in accordance with the presentinvention.

FIG. 30 is a schematic diagram of the communications system shown inFIG. 28 completing transaction of an on-board purchase while theaircraft is airborne.

FIG. 31 is a schematic diagram of the communications system shown inFIG. 28 completing transaction of an on-board purchase while theaircraft is on the ground.

FIG. 32 is a schematic diagram of the PED shown in FIG. 28 away from theaircraft and in a Wi-Fi area completing transaction of a purchaseinitiated on-board the aircraft.

FIG. 33 is schematic diagram of another embodiment of the communicationssystem illustrated in FIG. 24 wherein an IFE seat electronics box (SEB)controller interfaces with the IFE passenger seat displays.

FIG. 34 is a flowchart illustrating operation of a PED as a commercedevice and wherein the PED completes transaction of an on-board purchasein accordance with the present invention.

FIG. 35 is a schematic diagram of a PED cooperating with an aircraft IFEsystem for redeeming an in-flight coupon in accordance with the presentinvention.

FIG. 36 is a schematic diagram of the PED as shown in FIG. 35.

FIG. 37 is a view of a PED display displaying a coupon to be redeemed inaccordance with the present invention.

FIG. 38 is a view of a cabin display displaying a coupon that is beingredeemed in accordance with the present invention.

FIG. 39 is schematic diagram of another embodiment of the communicationssystem illustrated in FIG. 35 wherein an IFE seat electronics box (SEB)controller interfaces with the IFE passenger seat displays.

FIG. 40 is a flowchart illustrating operation of a PED cooperating withan aircraft IFE system for redeeming an in-flight coupon in accordancewith the present invention.

FIG. 41 is a schematic diagram of an aircraft IFE system interfacingwith a PED for redeeming an in-flight coupon in accordance with thepresent invention.

FIG. 42 is a schematic diagram of the PED as shown in FIG. 35.

FIG. 43 is schematic diagram of another embodiment of the communicationssystem illustrated in FIG. 41 wherein an IFE seat electronics box (SEB)controller interfaces with the IFE passenger seat displays.

FIG. 44 is a flowchart illustrating operation of aircraft IFE systeminterfacing with a PED for redemption of an in-flight coupon.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will now be described more fully hereinafter withreference to the accompanying drawings, in which preferred embodimentsof the invention are shown. This invention may, however, be embodied inmany different forms and should not be construed as limited to theembodiments set forth herein. Rather, these embodiments are provided sothat this disclosure will be thorough and complete, and will fullyconvey the scope of the invention to those skilled in the art. Likenumbers refer to like elements throughout, and single, double and tripleprime notations are used to indicate similar elements in alternativeembodiments.

Referring initially to FIG. 1, an air-to-ground communications network100 will be discussed in which passengers within an aircraft 120 areable to communicate over an air-to-ground interface 200 using their ownpersonal electronic devices (PEDs) 130. PEDs 130 include personal mobilesmart phones or telephones (cellular and PCS), personal digitalassistants, wireless email devices, wireless equipped laptop computershaving Wi-Fi/WiMax capability, air cards, or Wi-Fi equipped MP3 players,for example.

As will be discussed in greater detail below, the air-to-groundcommunications network 100 may be considered as a data-based network ascompared to a terrestrial voice-based network that also supports data. Adata-based network supports emails and text messaging without having tospecifically take into account the additional requirements (includinglatency) associated with traditional two-way, full duplex liveconversational voice. However, the air-to-ground communications network100 supports voice capability, as VoIP, and can send multimedia in theform of streaming video, multimedia web surfing, still pictures, music,etc. As a result, hard handoffs may be used between the ground-basedbase stations 140 as the aircraft 120 is in flight. Soft handoffs areoften used for voice-based networks, which negatively impacts the amountof frequency spectrum needed for a handoff.

The air-to-ground network 100 is not constrained to use air interfacesdeployed for terrestrial networks. An air interface that is not used forterrestrial networks may be used.

The air-to-ground interface 200 is used to communicate with theground-based base stations 140. Each base station 140 illustrativelyinterfaces with the public switched telephone network (PSTN) 141 and anInternet service provider (ISP) 142 through a switch 143 for providingemail and text messaging services. The PSTN 141 and the ISP 142 areillustrated for only one of the base stations 40. Alternatively, anInternet connection 42 could only be provided and not a PSTN connection41.

In the United States, for example, there are approximately 100base-stations 140 positioned to directly support the air-to-groundcommunications network 100 disclosed herein. This is particularlyadvantageous since the frequency band of the air-to-ground interface 200is different than the frequency bands associated with cellular mobiletelecommunication systems. In the illustrated example of theair-to-ground communications network 100, the allocated frequencyspectrum of the air-to-ground interface 200 is based on a paired spacingof 851 MHz and 896 MHz, with 0.5 MHz available at each frequency.

In contrast, one portion of the radio spectrum currently used forterrestrial wireless communications companies is in the 824-849 MHz and869-894 MHz bands. PCS is a wireless communications network thatoperates at a radio frequency of 1.9 GHz. Internationally, otherfrequencies and bands have been allocated for licensed wirelesscommunications, but they do not operate using the paired spacing of 851MHz and 896 MHz.

In the illustrated embodiment, equipment has been installed on theaircraft 120 so that the aircraft appears as a hotspot or intranet tothe PEDs 130. Nodes or access points 160 are spaced throughout the cabinarea of the aircraft 120 providing 802.11 services (i.e., Wi-Fi) or802.16 services (i.e., WiMax), for example. In addition, access to thenetwork 100 could be through an on-board picocell in which the PEDs 130communicate therewith using cellular or PCS functions. A picocell isanalogous to a Wi-Fi or WiMax access point 160.

The access points 160 are illustratively connected to an on-board server162 and an air-to-ground transceiver 152. The server 162 includes a datamemory cache 155 and a data traffic controller 158. An air-to-groundantenna 154 is coupled to the air-to-ground transceiver 152. An optionalcontrol panel 164 is illustratively coupled to the server 162. The datamemory cache 155 is for storing common data accessible by the PEDs 130during flight of the aircraft 120, as well as caching web pages for webbrowsing by a PED 130. The data memory cache 155 also stores informationduring hard handoffs between base stations 140 as part of astore-and-forward capability. In addition to the cache memory 155scheme, the server 162 includes a memory supporting a pass-throughscheme, as readily appreciated by those skilled in the art.

The aircraft-based data traffic controller 158 is for selectivelyallocating data communications channel capacity between the PEDs 130 andthe ground-based base stations 140. Selectively allocating datacommunications channel capacity may also be alternatively oradditionally performed on the ground using a ground-based data trafficcontroller 148 coupled to the PSTN 141 and the ISP 142. The respectivecontrollers 148, 158 control the IP traffic that will be allowed overthe air-to-ground network 200.

The respective controllers 148, 158 thus operate as filters, which maybe static or dynamic. Their operation depends on whether the network 100is lightly loaded or heavily loaded. For example, an email (from theaircraft 120) with a very large attachment would be limited orrestricted by the aircraft-based data traffic controller 158, whereas anInternet request resulting in a large number of web pages being sent toa PED 130 (from a ground-based base station 140) would be limited by theground-based data traffic controller 148.

By selectively allocating the data communications channel capacity, agreater or maximum number of passengers on the aircraft 120 cancommunicate over the air-to-ground interface 200 using their own PEDs130. For a given PED 130, the aircraft-based data traffic controller 158may thus limit data communications from exceeding a predeterminedportion of the data communications channel capacity.

Allocation of the data communications channel capacity may be based on anumber of different factors or metrics. For example, the respective datatraffic controllers 148, 158 may allocate the data communicationschannel capacity based on a priority of service. For example, creditcard information used for on-board purchases/shopping could have ahigher priority over e-mail. The data communications may comprise flightoperational data and non-flight operational data. Certain types oftraffic may have priority over other types of traffic. Personnel havingPEDs 130 include passengers, as well as other individuals supportingoperation of the aircraft. Personnel with PEDs 130 supporting operationof the aircraft would be associated with flight operational data, andthis may be assigned a higher priority.

PEDs 130 that are cellular or PCS devices and are also Wi-Fi compatibleare known as dual-mode devices. One of the modes is cellularcommunications, with the other mode being Wi-Fi communications. Manylaptop, personal computers, and PDAs are Wi-Fi/WiMax compatible, whichare also classified herein as PEDs. After a connection is made to theon-board server 162 via Wi-Fi or WiMax, each PED 130 can transmit andreceive emails and text messages over the air-to-ground interface 200.

The dual-mode PEDs 130 carried by the passengers thus support multipleair interfaces, i.e., a terrestrial network and Wi-Fi or WiMax. Exampleterrestrial networks include any one of the following: 1) PCS, 2) theGSM family including EDGE, GPRS, HSUPA, HSUPA, and 3) the CDMA familyincluding IS-95, CDMA2000, 1xRTT, EVDO. The terrestrial network may alsooperate based on other network interfaces standards, as will be readilyappreciated by those skilled in the art. To reduce the cost of thedual-mode PEDs 130, a software radio may be used wherein the radio isconfigured to the air interface standard that is available. If more thanone air interface standard is available, different metrics may beevaluated to determine a preferred air interface.

Referring now to FIGS. 2 and 3, as an alternative to aircraft installedequipment, a respective translator device 50 may be used to interfacebetween each PED 30 and a ground-based base station 40 over theair-to-ground interface 20. The translator device 50 comprises anair-to-ground transceiver 52 with an air-to-ground antenna 54 coupledthereto.

In the illustrated embodiment, no additional equipment may need to beinstalled in the aircraft 12 since the translator devices 50 would bebrought on-board by the passengers. Each translator device 50 mayinterface with the PED 30 via a wired or wireless connection. Thewireless connection may be a Wi-Fi connection (802.11) or a WiMaxconnection (802.16), for example. The wired connection may be a USBinterface 55.

Alternatively, the translator device may be integrated directly into thePED 30′, as illustrated in FIG. 3. The PED 30′ would further include acontroller 56′ for selecting between the ground-based transceiver 58′ orthe air-to-ground transceiver 52′ associated with the translator. Aseparate antenna 59′ is coupled to the ground-based transceiver 58′.Instead of separate antennas 54′ and 59′, a shared antenna may be used.The controller 56′ may perform the selection automatically based on oneor more monitored metrics, or the selection may be based on input fromthe user.

Referring again to FIG. 1, another aspect of the illustrated embodimentis directed to a method for operating a communications system 100 for anaircraft 120 carrying at least some personnel having PEDs 130 forwireless data communications outside the aircraft with a ground-basedcommunications network. The communications system 100 includes an accesspoint 160 in the aircraft 120 for providing a WLAN for datacommunications with the PEDs 130, and an air-to-ground transceiver 152in the aircraft 120 cooperating with the access point 160 for datacommunications with the ground-based communications network. The methodmay comprise selectively allocating data communications channel capacitybetween the PEDs 130 and the ground-based communications network usingat least one data traffic controller. The at least one data trafficcontroller may be an aircraft-based data traffic controller 158 and/or aground-based data traffic controller 148.

Referring now to FIG. 4, another aspect will be discussed with respectto the data memory cache 155 cooperating with the access point 160 forstoring common data accessible by the PEDs 130 during flight of theaircraft 120. The common data may be in the form of web pages in whichpassengers can browse via their PED 130.

One of the functions of the data memory cache 155 is for cachingpredetermined web pages to be browsed. Instead of the aircraft 120receiving the web pages while in-flight, the web pages are receivedwhile the aircraft is on the ground such as via a wireless airport datalink 172. The wireless airport data link 172 may also be used to providevideo and/or audio that can be selected by the passengers. Nonetheless,the web pages may be alternatively or additionally updated or refreshedwhile in flight. While in flight, an air-to-ground link and/or asatellite link may be used. As an alternative to the data memory cache155, streaming video or audio could be real time or stored as providedfrom a satellite, including via a preexisting satellite based IFE systemon the aircraft 120.

The stored web pages may be directed to a particular topic or theme,such as services and products. The services may also be directed toadvertisements, for example. A purchase acceptance controller 190cooperates with the WLAN to accept a purchase from the PEDs 130responsive to the common data related to the services and products.

For example, the web content may be directed to an electronic retailsupplier so that any one of the passengers on-board the aircraft 120 canshop for a variety of different items using their PED 130. Once apassenger selects an item for purchase, the transaction can be completedin real time while being airborne via the purchase acceptance controller190 communicating over the air-to-ground link 200. This form of on-boardshopping may also be referred to as air-commerce. Alternatively, thetransaction could be initiated on-board the aircraft 120 via thepurchase acceptance controller 190 but the actual purchase could beforwarded via the ground data link 174 once the aircraft 120 is on theground.

The data memory cache 155 may be configured to push the common datarelated to the services and products to the PEDs 130. Also, the datamemory cache 155 may permit the PEDs 130 to pull the common data relatedto the services and products therefrom.

In addition to products and services, the common data is directed tointeractive maps, as will now be discussed in reference to FIGS. 5 and6. When an interactive map is displayed on a PED 130, the passenger isable to scroll or zoom in and out using a scroll or zoom bar 201, asillustrated by the screen shot 203 from their PED 130. The interactivemaps preferably correspond to the flight path 203 of the aircraft 120,and are updated or refreshed via the ground data link 174 when theaircraft 120 is parked on the ground at the airport 170. However, theinteractive maps may be related to other geographical areas, and are notlimited to the flight path 203 of the aircraft.

While in flight, the current location of the aircraft 120 can bedisplayed. Flight information 205 may also be displayed. The currentlocation of the aircraft 120 may be provided by a position determiningdevice/flight path determining 191, such as a GPS system carried by theaircraft. Alternatively, the position of the aircraft 120 can bedetermined on the ground and passed to the aircraft over theair-to-ground link 200. The final destination of the aircraft 120 canalso be displayed prior to arrival at the destination. In addition,destination information such as the arriving gate number, connectinggate numbers, baggage claim information, hotels, rental car agencies,restaurants, etc. could also be displayed.

Data associated with the destination 209 may also be made available tothe passengers. As illustrated by the screen shot 207 from a PED 130,data categories titled Hotels 211, Rental Cars 213, Restaurants 215 andEntertainment 217 are available for viewing by the passenger.

If the passenger does not already have a hotel reservation, then adesired or preferred hotel associated with the destination of theaircraft 120 can be selected from the Hotels category 211. Thecommunications system 100 advantageously allows the passenger to make ahotel reservation while in flight. Likewise, a rental car reservationcan also be made while in flight if a car is needed. Other points ofinterest or services (such as restaurants and entertainment) associatedwith the destination of the aircraft 120 can also be made available tothe passengers, including reservations, coupons and other availablediscounts, for example.

Referring back to FIG. 4, when the aircraft 120 is parked on the groundat the airport 170, a wireless airport data link 172 is used to transmitthe web content pages to the data memory cache 155 via a ground datalink receiver 174 carried by the aircraft 120. A ground data linkantenna 176 is coupled to the ground data link receiver 174. The grounddata link interface 180 may be compatible with 802.11 or 802.16, forexample. The ground data link interface 180 may be Wi-Fi or WiMax forthe aircraft 120. Other interface standards may be used as will bereadily appreciated by those skilled in the art. These interfaces alsoinclude cellular and PCS compatibility, for example.

When the aircraft 120 lands at a different airport, the web pages can beupdated or refreshed over the ground data link interface 180. Inaddition, email and text messaging by the PEDs 130 may be continuedafter the aircraft is on the ground. Since the air-to-ground interface200 may not be available when the aircraft 120 is on the ground, theground data link interface 180 would then be used.

Once the web pages are stored in the data memory cache 155, a passengerusing their Wi-Fi or WiMax enabled PED 130 can access and browse the webpages for on-board shopping while the aircraft 120 is airborne. The datamemory cache 155 is sufficiently sized for storing a large amount ofinformation, as will be readily appreciated by those skilled in the art.

The on-board shopping just described is for items that are not carriedon the aircraft 120. On-board shopping may also be provided to thepassengers for a limited number of products. For example, when watchinga movie or listening to music, passengers have the option of receivingstandard headphones or they can purchase a different set of headphones,such as high quality noise suppression headphones. These transactionscan also be completed via the passenger's PED 130 using the web-basedpages stored in the data memory cache 155. In addition, movies and musiccan be purchased for downloading onto a passenger's PED 130.

Another aspect of the illustrated embodiment is directed to a method foroperating a communications system 100 for an aircraft 120 carrying atleast some personnel having personal electronic devices (PEDs) forwireless data communications outside the aircraft with a ground-basedcommunications network. The communications system 100 may include anaccess point 160 in the aircraft 120 for providing a wireless local areanetwork (WLAN) for data communications with the PEDs 130, and anair-to-ground transceiver 152 in the aircraft 120 cooperating with theaccess point 160 for data communications with the ground-basedcommunications network. The method may comprise storing common dataaccessible by the PEDs 130 during flight of the aircraft 120 using anaircraft data memory cache 155 in the aircraft and cooperating with theaccess point 160.

The PEDs 130 are not limited to receiving and transmitting informationover the air-to-ground interface 200. Referring now to FIG. 7, signalsmay be transmitted from satellites 220, 230 to one or more satelliteantennas 240 coupled to a satellite receiver 242 carried by the aircraft120. If there are multiple satellite antennas, then a network selectioncontroller 192 may be used to select the appropriate satellite antenna.This is in addition to transmitting and receiving signals over theair-to-ground interface 200 via the ground-based network and theair-to-ground transceiver 152 carried by the aircraft 120.

In the illustrated embodiment, an aircraft-based network selectioncontroller 192 is associated with the air-to-ground transceiver 152 andthe access points 160. The aircraft-based network selection controller192 determines whether data communications should be sent to the PEDs130 through the air-to-ground transceiver 152 or the satellite receiver242. This is accomplished by appending data to return via a satellite.

In addition or in lieu of the aircraft-based network selectioncontroller 192, a ground-based network selection controller 194 iscoupled between a ground-based satellite transmitter 145 and theground-based base stations 140. The ground-based network selectioncontroller 194 also determines whether to send data communications tothe PEDs 130 through the air-to-ground transceiver 152 or through thesatellite receiver 242.

Satellite 220 provides television and digital radio signals for anin-flight entertainment (IFE) system on the aircraft 120 over satellitelink 254. Even though only one satellite is represented, the televisionand digital radio signals may be provided by separate satellites, suchas DirectTV™ satellites and XM™ radio satellites. In addition,satellites may be used to provide email and text messaging, multimediamessaging, credit card transactions, web surfing, etc. The illustratedsatellite antenna 240 supports communications with all satellites.Alternatively, there may be a separate satellite antenna for theDirectTV™ satellites, the XM™ radio satellites, and the email-textmessaging satellites.

An example IFE system is disclosed in U.S. Pat. No. 7,177,638. Thispatent is assigned to the current assignee of the present invention, andis incorporated herein by reference in its entirety. The television anddigital radio signals are sent through the on-board server 162 to seatelectronic boxes (SEBs) spaced throughout the aircraft for selectiveviewing on video display units (VDUs). Passenger control units (PCUs)are used to control the VDUs. The digital radio signals are alsodistributed to the SEBs for reception via passenger headphones.

Of particular interest is that additional information can be obtainedfrom the satellite 220 which can then be made available to the PEDs 130.For example, the satellite 220 may provide information including sportsscores, stock ticker, news headlines, destination weather anddestination traffic. The satellite signals received by the satellitereceiver 242 are provided to the on-board server 162 for repackagingthis particular information for presentation to the PEDs 130 via theaccess points 160, as will be readily appreciated by those skilled inthe art.

When available, satellites with or without leased transponders may alsoprovide additional information to be repackaged by the on-board server162. The other satellite 230 may be a fixed satellite service (FSS) forproviding Internet access to the PEDs 130, for example. For example,satellite television and satellite radio signals may be provided to thepassengers on their PEDs 130 via Wi-Fi.

In this configuration, a message for web pages requested by thepassenger (via their PED 130) is provided over the air-to-groundinterface 200. The message on the ground would then be routed to anappropriate ground-based network selection controller 194, which wouldthen transmit the request to the FSS satellite 230. The satellite linkbetween the appropriate ground-based transmitter 145 and the satellite230 is represented by reference 250. The FSS satellite 230 thentransmits the requested web pages to the aircraft 120 over satellitelink 252 upon receiving the request from the ground.

Since the satellites may be somewhat close together in a geospatial arc,transmitting the return link over the air-to-ground link 200 instead ofover the satellite links 252, 254 avoids causing interference from theaircraft 120 to neighboring satellites. Nonetheless, the request couldbe transmitted directly from the aircraft 120 to the satellite 230 usinga steerable or directional satellite antenna.

The request provided by the PED 130 is often referred to as the returnlink. The information from the satellites 220, 230 to the aircraft 120is often referred to as the forward link. The air-to-ground interface200 is a narrow band interface, which is acceptable for making a requestsince such a request is typically narrower band than the forward link.In contrast, satellite links 252 and 254 are wide band interfaces, whichare ideal form providing the requested web pages that are typically wideband data.

Each of the network selection controllers 192, 194 may be used todetermine whether to send data communications to the PEDs 130 throughthe air-to-ground transceiver 152 or the satellite receiver 242 based ona needed channel capacity of the data communications to be sent orcongestion on a link. Data communications with a higher needed channelcapacity is typically sent with a high bandwidth using the satellitereceiver 242, and data communications with a lower needed channelcapacity is typically sent with a low bandwidth using the air-to-groundtransceiver 152. Alternatively, the high and low broadband datacommunications links may be reversed. Alternatively, the networkcontrollers could determine that the aircraft 120 is out of the coveragearea for the air-to-ground network or the air-to-ground network is atcapacity in the location for that aircraft. In this case, the networkselection controllers could route the traffic over the satellitenetwork. Alternatively, the network selection controllers could routesome traffic types over one network and other traffic types over theother network, as readily appreciated by those skilled in the art.

One of the network selection controllers 192, 194 may determine to senddata communications to the PEDs 130 through the air-to-groundtransceiver 152 or through the satellite receiver 242 based on receivedsignal strength of the data communications, or a position of theaircraft. The current location of the aircraft 120 may be provided by aposition determining device/flight path determining 191, such as a GPSsystem carried by the aircraft. Alternatively, the position of theaircraft 120 can be determined on the ground and passed to the aircraftover the air-to-ground link 200. If the aircraft 120 is to fly over theocean, then data should be received through the satellite receiver 242.By monitoring signal strength of the received signals or the position ofthe aircraft, a determination can be made on when the ground-based basestations 140 are no longer available, and communications should bereceived via the satellite receiver 242.

The network selection controllers 192, 194 thus determine whether tosend static and dynamic web pages through the satellite-basedcommunications network 145, 230 to the PEDs 130. Dynamic web pagesinclude streaming video, for example. Each network selection controller192, 194 may determine to send requests for at least one of the staticand dynamic web pages from the PEDs 130 through the access points 160and the air-to-ground transceiver 152.

As noted above, predetermined web pages are stored in the data memorycache 155 when the aircraft 120 is parked on the ground (i.e.,electronic retailer shopping and on-board shopping, as well asadvertisements). Since the satellite links 252, 254 are wide band, therequested web information may also be downloaded for storage orrefreshed in the data memory cache 155 while the aircraft is in flight.

Another aspect of the illustrated embodiment is directed to a method foroperating a communications system 100 for an aircraft 120 carrying atleast some personnel having personal electronic devices (PEDs) 130 forwireless data communications outside the aircraft. The communicationssystem 100 includes a ground-based communications network, asatellite-based communications network, and at least one access point160 in the aircraft 120 for providing a WLAN for data communicationswith the PEDs 130. An air-to-ground transceiver 154 in the aircraft 120may cooperate with the at least one access point 160 for datacommunications with the ground-based communications network, and asatellite receiver 242 in the aircraft may cooperate with the at leastone access point for data communications with the satellite-basedcommunications network to the PEDs. The method includes determiningwhether to send data communications to the PEDs 130 through theair-to-ground transceiver 152 or the satellite receiver 242.

Referring now to FIG. 8, another aspect is directed to handoff of theaircraft 120 from one ground-based base station 140 to an adjacentground-based base station, or between azimuth or elevation sectors onone base station. Since the air-to-ground network 100 may be optimizedfor data instead of voice, delays or latencies can be tolerated withoutthe end user having the perception that the call is being dropped, as isthe case with voice. Consequently, soft handoffs are needed forvoice-based networks.

In contrast, data can be stored on the ground or on the aircraft whilethe aircraft 120 is between cell coverage areas for a hard handoff. Oncethe aircraft 120 is within coverage of the next cell, the data can thenbe forwarded.

Hard handoffs can thus be used to make the connection from one basestation 140 to an adjacent base station in support of the air-to-groundcommunications network 100. Messages being communicated between a PED130 and the ground can be stored in a buffer or memory 157. The buffer157 may be part of the data memory cache 155, or alternatively, thebuffer may be a separate memory as illustrated. Each base station 140has a hard handoff controller 147 associated therewith. Moreover, withthe aircraft 120 typically flying at speeds over 500 mph, the delay isrelatively short.

To support a soft handoff, as would be necessary with voice, twice thespectrum resources would be needed. With a hard handoff, the spectrum ispreserved at the expense of having sufficient memory for storing data inthe buffer 157 (or on the ground) during a handoff while the aircraft120 is between base stations 140.

The base stations 140 define respective adjacent coverage areas andcomprise respective hard handoff controllers 147 for implementing a hardhandoff of a data communications channel with the air-to-groundtransceiver 152 as the aircraft 120 moves from one coverage area to anadjacent coverage area.

An aircraft hard handoff controller 149 may cooperate with the hardhandoff controllers 147 on the ground. The aircraft hard handoffcontroller 149 cooperates with ground-based hard handoff controllers 147by monitoring metrics. The metrics include a received signal strength ofthe data communications channel, or available capacity at the basestation 140, for example.

In another embodiment for implementing an aircraft hard handoff, theaircraft hard handoff controller 149 implements the hard handoff of adata communications channel with the air-to-ground transceiver 152 asthe aircraft 120 moves from one coverage area to an adjacent coveragearea. This implementation may be based on metrics collected in theaircraft. These metrics include a Doppler shift of the datacommunications channel, a signal-to-noise ratio of the datacommunications channel, or a received signal strength of the datacommunications channel. This implementation may also be based onposition of the aircraft 120, as readily appreciated by those skilled inthe art.

The buffer 157 may be separate from the aircraft hard handoff controller149 or may be integrated as part of the hard handoff controller. Thefirst and second hard handoff controllers 147 may implement the hardhandoff based on the following metrics: a Doppler shift of the datacommunications channel, a signal-to-noise ratio of the datacommunications channel, or a received signal strength of the datacommunications channel, as will be readily appreciated by those skilledin the art.

In other embodiments, a position/flight determining device 191 on theaircraft 120 cooperates with the ground-based hard handoff controllers147 for implementing the hard handoff based upon a position of theaircraft. The position/flight path determining device 191 may be a GPSor other navigational device.

The base stations 140 may be configured with selectable antenna beamsfor performing the hard handoff, as will now be discussed. In oneembodiment, one or more of the base stations 140 include selectableantenna beams 97, with each antenna beam having a same pattern and gainbut in a different sector as compared to the other antenna beams. Thedifferent sector may also be defined in azimuth and/or elevation. Eachantenna beam 97 may be optimized in terms of gain and beam width. Theminimally overlapping antenna beams 97 thus provide complete coverage inthe different sectors.

In another embodiment, one or more of the base stations 140 includeselectable antenna beams 98 and 99, with at least two antenna beamsbeing in a same sector but with a different pattern and gain. Antennabeam 99 is high gain with a narrow beam width for communicating with theaircraft 120 at an extended distance from the base station 140. When theaircraft 120 is closer in range to the base station 140, antenna beam 98is selected, which is low gain with a wide beam width.

As noted above, there are a number of different metrics to monitor todetermine when airborne users (i.e., PEDs 130) within an aircraft 120are to be handed off to a next base station 140. In terms of Doppler,the Doppler shift on the MAC addresses of the signals received by eachbase station 140 are examined. The Doppler metric is to be factored intothe handoff algorithm at each base station 140.

When using GPS coordinates, each base station 140 receives GPScoordinates of the aircraft 120, and based upon movement of theaircraft, the base stations coordinate handoff of the aircraftaccordingly from base station to base station.

Along the same lines, sectorized antennas at the base station 140 may beused for communicating with the aircraft 120. The antennas at each basestation 140 may provide a high gain/narrow beamwidth coverage sector anda low gain/broad beamwidth coverage sector. The high gain/narrowbeamwidth coverage sector may be used when link conditions with theaircraft 120 are poor. Sites could be sectorized in azimuth, elevationor both. These sectors could be static or dynamic.

If the link conditions with the aircraft 120 are good, then the lowgain/broad beamwidth coverage beam is used. In one embodiment, thecoverage sectors are selected based upon the link conditions with theaircraft 120. Alternatively, the coverage sectors are fixed at the basestation 140. For example, the high gain/narrow beamwidth coverage sectormay be used for aircraft 120 that are farther away from the base station140, whereas the low gain/broad beamwidth coverage sector may be usedfor aircraft flying near the base station.

Lastly, a ground selection algorithm may be used to select aground-based base station 140 based on the flight path and the basestations in proximity to the flight path. If the aircraft 120 is aboutto exit a cell, transmitted email and text messages for a PED 130 arestored until the aircraft is in the next coverage area. Thisadvantageously allows a longer continuous connection, which makes use ofthe limited spectrum resources more efficiently. The ground selectionalgorithm could use ground-based location information or GPS data on thelocation of the aircraft 120 and known ground site locations to optimizeconnection times. The resulting system may thus be considered astore-and-forward architecture.

Another aspect of the illustrated embodiment is directed to a method foroperating a communications system 100 for an aircraft 120 carrying atleast some personnel having personal electronic devices (PEDs) 130 forwireless data communications outside the aircraft with a ground-basedcommunications network. The communications system 100 includes aplurality of spaced apart base stations 140, and at least one accesspoint 160 in the aircraft 120 for providing a wireless local areanetwork (WLAN) for data communications with the PEDs 130. Anair-to-ground transceiver 152 in the aircraft 120 may cooperate with theat least one access point 160 for data communications with theground-based communications network. The method may include operatingfirst and second base stations 140 to define respective first and secondadjacent coverage areas, with the first and second base stationscomprising respective first and second hard handoff controllers 147. Therespective first and second hard handoff controllers 147 are operatedfor implementing a hard handoff of a data communications channel withthe air-to-ground transceiver 152 as the aircraft 120 moves from thefirst coverage area to the second adjacent coverage area. Alternatively,the handoff decision can be implemented by an aircraft hard handoffcontroller 149 in the aircraft 120. This implementation may be based onmetrics collected in the aircraft 120.

To summarize example on-board content deliveries to the aircraft 120from the various sources, reference is directed to FIG. 9. When inflight, the air-to-ground interface 200 provides connectivity forfeatures that include email, text messaging, credit card transactions,multimedia messaging, web surfing and RSS as indicated by reference 300.To use RSS, the PED 130 has an RSS news reader or aggregator that allowsthe collection and display of RSS feeds. RSS news readers allow apassenger to view the service selected in one place and, byautomatically retrieving updates, stay current with new content soonafter it is published. There are many readers available and most arefree.

The airport data link 172 may be used to provide the best of YouTube™ asindicated by reference 302. The XM™ satellite 220 may provide sportsscores, stock ticker, news headlines and destination traffic asindicated by reference 304. DirectTV™ may also be provided by satellite220 which can be used to provide additional information as indicated byreference 306. For future growth, two-way communications may be providedby a satellite as indicated by reference 308, such as with DirecWay orHughesnet, for example. The airport data link 172 may also be used toprovide cellular/PCS/WiMax services as indicated by reference 310.

The above content is provided to the on-board server 162 which mayinclude or interface with the data memory cache 155. The data isprovided to passenger PEDs 130 using Wi-Fi or WiMax distribution via theaccess points 160. Video and data is provided to an Ethernetdistribution 320 for distributing throughout the aircraft as part of thein-flight entertainment system.

In terms of transmission distance or proximity to the aircraft 120 forthe above-described on-board content deliveries, reference is directedto FIG. 10. Circle 350 represents information provided by the airportground data link 172 when the aircraft 120 is parked at the airport 170or moving about the airport with weight on wheels. When airborne, circle352 represents information provided via the air-to-ground interface 200,and circle 354 represents the information provided by the satellites220, 230. The information as discussed above is summarized in therespective circles 350, 352 and 354.

In view of the different air interface standards associated with theaircraft 120, the on-board server 162 may be configured to recognize theavailable air interface standards. As a result, the on-board server 162selects the appropriate air interface standard based on proximity to aparticular network. This decision may also be based on the bandwidththat is available, location of the aircraft 120 as determined by GPS,and whether the aircraft is taking off or landing. For example, when theaircraft 120 is on the ground, the ground data link interface 180 isselected. When airborne, the network selection controllers 192, 194select either the air-to-ground interface 200 or a satellite interface252, 254 depending on traffic demands, or both, for example.

Depending on the airline rules and regulations, the cellular mode of adual mode cellular/Wi-Fi device may not be operated on an aircraft belowa certain altitude, such as 10,000 feet. To support this requirement,the on-board server 162 and the Wi-Fi access points 160 may have enoughpico-cell capability to drive the cellular radio in dual mode devices tominimum power or even to turn the cellular radios off. The connection tothe wireless on-board network could be Wi-Fi or WiMax. The pico-cellfunction would be to drive cellular/PCS output power to areduced/minimum or off condition. This turns the cellular/PCStransmitter “off” while on the aircraft, while allowing Wi-Fitransmission and reception.

Another metric to monitor on the aircraft 120 is related to priority ofservice. This is due to the fact that that aircraft 120 can receiveinformation over a wide band link from a satellite, for example, andtransmit requests for the information over a narrow band link. Ifsomeone tries to send a large attachment on their email over the narrowband link, or they are video/audio streaming, then access will be deniedor throttled or charged for a premium service for large data transfersby the data traffic controllers 158, 148. It could also be possible touse pico-cells to connect cellular/PCS mobile phones (PED) 130 to theon-board systems.

Therefore, traffic is monitored in terms of metrics to make quality ofservice and priority of service decisions. This decision may be madeon-board the aircraft 120 for any traffic leaving the aircraft 120. Thisdecision may also be made on the ground, which monitors if someone onthe ground is sending to large of an attachment, and if so, then accesswill also be denied or throttled or charged for a premium service forlarge data transfers. These criteria for decisions could by dynamic orstatic.

Priority of service also relates to quality of service. Various metricsand traffic conditions can be monitored to provide connectivity to agreater or maximum number of airline passengers on a flight. Operationsand cabin passenger entertainment (email, text messaging, web browsing,etc.) data can be multiplexed on a variable latency link. Operationaland passenger data may also be multiplexed with multiple priorities ofservice allowing some data to be handled at a higher priority than otherdata.

Yet another aspect of the aircraft air-to-ground communications network10 is with respect to advertisements. The advertisements are used togenerate revenue from the air to ground, hybrid air to ground/satellite,or satellite communications network. For example, when a passenger opensup their laptop computer 130 on the aircraft 120, a decision is madewhether or not to use the 802.11 Wi-Fi or 802.16 WiMax network. If thedecision is yes, then an advertisement is displayed while accessing thenetwork.

In addition, when portal pages are viewed, advertisements will also bedisplayed. Since the advertisements are used to generate revenues,passengers are allowed access to the air-to-ground communicationsnetwork 100 without having to pay with a credit card or touchlesspayment method, as was the case for the Connexion by Boeing^(SM) system.While looking at different web pages, the passengers will seeadvertisements interspersed or sharing the same screen.

Another function of the aircraft 120 is to use the air-to-groundcommunications network 100 for telemetry. Telemetry involves collectingdata at remote locations, and then transmitting the data to a centralstation. The problem arises when the data collection devices at theremote locations are separated beyond line-of-sight from the centralstation. Consequently, one or more towers are required to complete thetelemetry link. To avoid the costly expense of providing telemetrytowers, the aircraft 120 may be used to relay the collected informationfrom the remote locations to the central station when flying overhead.

Yet another function of the aircraft 120 is to use the air-to-groundcommunications network 100 for ground-based RFID tracking. Similar tousing the aircraft 120 for telemetry, the aircraft may also be used fortracking mobile assets on the ground, such as a fleet of trucks, forexample. The trucks transmit RFID signals that are received by theaircraft 120 as it flies overhead. The information is then relayed to acentral station. The RFID signals may be GPS coordinates, for example.

Another aspect of the air-to-ground communications network 100 is toprovide video on demand on the aircraft 120. This feature has beenpartially discussed above and involves providing television signals ondemand to passengers on the aircraft. The television signals may beterrestrial based or relayed via a satellite. In particular, the returnto make the request is not the same as the forward link providing thevideo. The return link is a low data rate link, and may be provided bythe aircraft passenger's PED 130 over the air-to-ground interface 200.The forward link is a high data rate link received by a terrestrial orsatellite based receiver on the aircraft. The video is then routedthrough the aircraft in-flight entertainment system to the passenger, orto the passenger's PED 130 via Wi-Fi. Alternatively, the video or audiocan be stored in the server 162 and displayed when requested by apassenger.

Referring now to FIG. 11, another aspect is directed to registration ofPEDs 430 with an aircraft IFE system 400. Operation of the PEDs 430 withthe aircraft IFE system 400 forms a communications system for theaircraft.

For illustration purposes, the aircraft IFE system 400 comprises an IFEvideo entertainment source 402, a plurality of IFE passenger seatdisplays 404, at least one IFE wireless transceiver 406, and at leastone IFE controller 408. The IFE controller 408 is for selectivelydisplaying video from the IFE video entertainment source 402 on the IFEpassenger seat displays 404, for generating a respective registrationtoken image 410 on each IFE passenger seat display 404, and forcommunicating via the IFE wireless transceiver 406. A signaldistribution network 441 connects the IFE controller 408 to thepassenger seat displays 404.

Each PED 430 comprises a PED optical sensor 434, a PED wirelesstransceiver 436, and a PED controller 438, as illustrated in FIG. 12.The PED optical sensor 434 may be configured as a camera, for example.The PED controller 438 is for communicating with the IFE wirelesstransceiver 406 via the PED wireless transceiver 436 based upon the PEDoptical sensor 434 sensing the registration token image 410.

Each respective registration token image 410 advantageously allows thePED controller 438 to register with the IFE controller 408 uponcommunicating therewith. The PED 430 that sensed the registration tokenimage is assigned to and associated with the IFE passenger seat display404 that displayed the registration token image being sensed. Onceregistered, the PED 430 is integrated with the IFE system 400.

The registration token image 410 may remain displayed afterregistration. In this case, the registration token image 410 overlaysany images being displayed on the passenger seat display 404.Alternatively, the registration token image 410 may be removed or simplyfades out after a PED 430 has registered with the IFE controller 408.

The registration token image 410 may be configured as a bar code, forexample, as illustrated in FIG. 13. Each registration token image 410has a unique number or identification 413 associated therewith. As analternative or as a backup, the passenger may manually enter the uniquenumber or identification 413 into their PED 430 to bypass the need forthe optical sensor 434.

As readily appreciated by those skilled in the art, the registrationtoken image 410 is not limited to a bar code. Other configurations ofthe registration token image 410 may be used as long as a unique numberor identification 413 is associated therewith.

As will be explained in greater detail below, an integrated PED 430 maybe operated as a remote control for remotely controlling the videodisplayed on an IFE passenger seat display 404. Another option is forthe PED 430 to operate as an entertainment source for displaying videoon the IFE passenger seat display 404. Yet another option is for the PED430 to display video on a PED display 440 from the IFE videoentertainment source 402. The video provided by the IFE videoentertainment source 402 may be pre-recorded. Alternatively, the IFEentertainment source may be configured to provide audio only.

To operate as a remote control, the PED 430 includes a PED input device442 coupled to the PED controller 438. The PED input device 442 may beseparate from the PED display 444, as shown in FIG. 12. Alternatively,the PED input device 442 may be overlaid with the PED display 446 as atouch screen, as indicated by the dashed profile 443 as also shown inFIG. 12.

The PED input device 442 cooperates with the PED controller 438 toselectively control video being displayed on the IFE passenger seatdisplay 404 that displayed the registration token image 410 used in theregistration. Instead of the passenger using the passenger control unit(PCU) 405 coupled to the IFE controller 408 to selectively control thedisplayed video on the IFE passenger seat display 404, the passenger'sPED 430 may now be used.

With the PED 430 operating as a wireless remote control, thisadvantageously allows the passenger to easily control operation of theIFE system 400. Another dimension of control is thus made available tothe passenger. Alternatively, the PCU 405 may still operate forcontrolling the video displayed on the IFE passenger seat display 404.

The PED input device 442 may provide a full set of functions normallyassociated with an in seat remote control. As illustrated in FIG. 14,the PED input device 442 includes an on button 450, an off button 452, aplay button 454, a stop button 456, a pause button 458, a forward button460 and a reverse button 462. The PED input device 442 also includes anup and down channel selection button 464, an up and down volume button466, an up and down brightness button 468, a mute button 470, a guidebutton 472 and a zoom button 474. The PED input device 442 may furtherinclude a numerical input pad 476 for entering specific channels.

The PED input device 442 is typically limited to the capabilities ofeach passenger's PED 430. Consequently, more or less functions may beprovided by PED input device 442 depending on the capabilities of eachpassenger's PED 430. In some configurations, the PED input device 442provides an enhanced set of functions, i.e., more than the set offunctions normally associated with an in-seat remote control.

When the PED input device 442 is configured as a touch screen 443, it issoftware driven. Application software for the touch screen 443 may bepreloaded into the PED 430 from the manufacturer, or the applicationsoftware may be downloaded by the passenger prior to boarding theaircraft. Alternatively, the application software may be downloaded tothe PED 430 while on-board the aircraft. To download the applicationsoftware, the IFE controller 408 generates a prompt 415 that isdisplayed on the IFE passenger seat display 404, as illustrated in FIG.13. The prompt 415 may state “download touch screen software to your PEDfor remote control capability?”

The passenger either accepts or rejects download of the applicationsoftware for the touch screen 443 depending on the existing capabilitiesof their PED 430. If a passenger accepts the download, then theapplication software is wirelessly communicated to their PED 430 so thatthe touch screen 443 is overlaid on their PED display 440. The IFEtransceiver 406 provides the application software to the PED 430.

To operate as a remote control, the PED 430 wirelessly communicates tothe IFE wireless transceiver 406 via the PED wireless transceiver 436using radio frequency (RF). Accordingly, the IFE wireless transceiver406 is configured as an RF transceiver. Likewise, the PED wirelesstransceiver 436 is configured as an RF transceiver. Communicationsbetween the RF transceivers 406, 436 may be based on Wi-Fi or Bluetooth,for example.

The IFE wireless transceiver 406 may operate as an access point withinthe aircraft. When operating as an access point, the IFE wirelesstransceiver 406 provides a WLAN for data communications with the PEDs430.

As noted above, each registration token image 410 has a unique number oridentification associated therewith and to each respective seat. As aresult of the registration, there is a one-to-one communications linkfrom the PED 430 to the IFE controller 408 to control the passenger seatdisplay 404 that provided the registration token image sensed by the PEDoptical sensor 434 within the just registered PED 430. Thecommunications may be coded to include the unique number oridentification associated with the registration token image 410. Eachremote control function transmitted by the PED input device 442 may bepreceded by the unique identification associated therewith, for example.Alternatively, a passenger may enter the unique number of theregistration token image 410 into their PED 430 to establish theone-to-one communications link from the PED 430 to the IFE controller408.

For each flight, the respective registration token images 410 may berandomly generated for each IFE passenger seat display 404. This avoidsa passenger from operating their PED 430 with a registration token imageobtained from a previous flight on the same aircraft so that it wouldinterfere with another passenger's IFE passenger seat display 404.

To generate the registration token images 410, a registration tokenimage generator 411 is coupled to the IFE controller 408. Theregistration token image generator 411 may randomly generate therespective registration token images 410 for each IFE passenger seatdisplay 404. The registration token images 410 may be randomly generatedonce a day, such as prior to the first flight of the day, for example.Alternatively, generation of new registration token images 410 by theregistration token image generator 411 may be initiated anytime by aflight crewmember.

As an alternative to a single IFE controller 408, there is a pluralityof IFE seat electronic box (SEB) controllers arranged throughout theaircraft. As illustrated in FIG. 15, each SEB controller 480′ maysupport one or more IFE passenger seat displays 404′. Each SEBcontroller 480′ includes at least one IFE wireless transceiver 406′ tosupport interface with the PED 430.

In the illustrated example, three IFE passenger seat displays 404′ aresupported by an IFE SEB controller 480′. Although not illustrated, eachIFE passenger seat display 404′ may have its own IFE wirelesstransceiver 406′ associated therewith.

The SEB controller 480′ is coupled to the video entertainment source402′ via the signal distribution network 441′. Alternatively, each SEBcontroller 408′ may include a video entertainment source 403′ coupledthereto. The illustrated SEB controller 480′ may also include its ownregistration token image generator 411′ for the IFE passenger seatdisplays 404′ coupled thereto. Each registration token image generator411′ would operate independently of the other registration token imagegenerators in the other SEB controllers 480′.

In addition to a PED 430 operating as a remote control, otherfunctions/features are readily available once the PED 430 is registeredwith the IFE controller 408. As noted above, the PED 430 may be operatedas an entertainment source for displaying video on the IFE passengerseat display 404. This advantageously allows the passenger to have agreater selection of choices for viewing video during the flight.

The PED 430 includes a PED video entertainment source 482 coupled to thePED controller 438, as shown in FIG. 12. The PED controller 438cooperates with the PED video entertainment source 482 for selectivelydisplaying video therefrom on the passenger seat display 404 thatdisplayed the token image 410 used in the registration.

The PED entertainment source 482 may be a hard drive or a DVD drive, forexample. Alternatively, an external entertainment source may be coupledto the PED 430 for providing the video to be displayed on the IFEpassenger seat display 404.

The video from the PED 430 is wirelessly transmitted to the IFE wirelesstransceiver 406. An IFE video buffer 423 may be coupled to the IFScontroller 408 to store at least a portion of the video from the PED 430prior to being viewed on the IFS passenger seat display 404. Byintroducing a delay in the playback of the PED entertainment source 482,this reduce playback interruptions of the video should the wirelesscommunications interface between the PED wireless transceiver 436 andthe IFE wireless transceiver 406 be momentarily blocked or interrupted.

In the IFE SEB controller 480′ configuration as shown in FIG. 15, avideo buffer 423′ may also be coupled to the SEB controller 408′ tostore at least a portion of the video from the PED 430′ prior to beingviewed on the IFE passenger seat display 404′.

In lieu of an RF transceiver 406′, the transceiver may operate based oninfrared. This would require the PED input device 442′ to be compatiblewith infrared, as well as requiring an infrared sensor to be positionedwithin view adjacent the IFE passenger seat display 404′.

The PED input device 442′ thus controls display of the video from thePED video entertainment source 403′. Since each passenger seat includesan IFE input device 405′, the IFE input device 405′ may also be used tocontrol the displayed video from the PED 430′.

Yet another function/feature readily available once the PED 430 isregistered with the IFE controller 408 is for the PED 430 to displayvideo from the IFE video entertainment source 402. This advantageouslyallows the passenger to comfortably view the video from the IFE videoentertainment source 402 on their PED 430.

The video from the IFE entertainment source 402 is wirelesslytransmitted to the PED wireless transceiver 436 via the IFE wirelesstransceiver 406. A PED video buffer 437 may be coupled to the PEDcontroller 438 to store at least a portion of the video from the IFEentertainment source 406 prior to being viewed on the PED display 440.As explained above, the video buffer 437 helps to reduce playbackinterruptions of the video should the wireless communications interfacebetween the PED wireless transceiver 436 and the IFE wirelesstransceiver 406 be momentarily blocked or interrupted or fades.

The PED input device 442 controls display of the video from the IFEentertainment source 402. Since each passenger seat may also include anIFE input device 405, this input device may alternatively be used tocontrol the displayed video from the IFE entertainment source 402.

Referring now to the flowchart 500 illustrated in FIG. 16, a method foroperating the aircraft communications system comprising the aircraft IFSsystem 400 and at least one PED 430 carried by an aircraft passenger asdescribed above will now be discussed. From the start (Block 502), themethod comprises operating the IFS controller 408 for selectivelydisplaying video from the IFE entertainment source 402 on the IFSpassenger seat displays 404 at Block 504. The IFS controller 408 alsogenerates a respective registration token image 410 on each IFEpassenger seat display 404 at Block 506.

The PED 430 is positioned by the passenger adjacent their assigned IFSpassenger seat display 404 at Block 508. The method further comprisesoperating the PED 430 so that the PED optical sensor 434 senses adisplayed registration token image at Block 510. At Block 512, the IFEwireless transceiver 406 communicates via the PED wireless transceiver436 based upon the PED optical sensor 434 sensing the displayedregistration token image 410.

At decision Block 514, the passenger can select one of multiple options.One option is to operate the PED 430 as a remote control for selectivelycontrolling displayed video on the IFE passenger seat display 404 thatdisplayed the registration token image 410 used in the registration(Block 520). A second option is to operate a PED video entertainmentsource 482 to selectively display video on the IFE passenger seatdisplay 404 at Block 516. A third option is to operate a PED display 440for selectively displaying video thereon from the IFE videoentertainment source 402 at Block 518. At Blocks 516 and 518, thepassenger also has the option of operating their PED 430 as a remotecontrol (via Block 520) for selectively controlling the displayed video.The method ends at Block 522.

Referring now to FIGS. 17-20, another embodiment of the above-describedcommunications system is based on the aircraft IFE system 400″ sensing aregistration token image 410″ provided by a PED 430″. The aircraft IFEsystem 400″ now includes an IFE optical sensor 435″, and the PED 430″now provides the registration token image 410″ to be sensed by the IFEoptical sensor.

The illustrated PED 430″ includes a PED display 440″, a PED wirelesstransceiver 436″, and a PED controller 438″. The PED controller 438″generates a respective registration token image 410″ on the PED display440″, and communicates via the PED wireless transceiver 436″.

The illustrated aircraft IFE system 400″ includes an IFE videoentertainment source 402″, IFE passenger seat displays 404″, arespective IFE optical sensor 435″ associated with each IFE passengerseat display, an IFE wireless transceiver 406″, and an IFE controller408″. The IFE controller 408″ selectively displays video from the IFEentertainment source 402″ on the IFE passenger seat displays 404″, andcommunicates with the PED wireless transceiver 436″ via the IFE wirelesstransceiver 406″ based upon a respective IFE optical sensor 435″ sensingthe registration token image 410″ on the PED display 440″.

Each respective registration token image 410″ advantageously allows theIFE controller 408″ to register with the PED controller 438″ in astraightforward manner upon communicating therewith. The PED 430″ thatprovided the registration token image 410″ is assigned to and associatedwith the IFE passenger seat display 404″ associated with the IFE opticalsensor 435″ that sensed the PED's registration token image 410″. Onceregistered, the PED 430″ is integrated with the aircraft IFE system400″.

In addition to the PED 430″ providing the registration token image 410″,other information may be provided to the aircraft IFE system 400″. Forexample, a user profile may be provided in the form of a bar codedisplayed on the PED display 440″ that is read by the IFE optical sensor435″. The user profile may include e-mail and contact information on thepassenger. The airline may contact the passenger with special offers andincentives on future travels, for example. The user profileadvantageously allows unique services to be provided to the passenger.

As noted above, the IFE optical sensor 435″ may comprise a camera, andthe registration token image 410″ may be configured as a bar code, forexample. Each registration token image 410″ may have a unique number oridentification 413″ associated therewith.

As discussed in greater detail above, the integrated PED 430″ may beoperated as a remote control for remotely controlling the videodisplayed on an IFE passenger seat display 404″. The PED 430″ includes aPED input device 442″ coupled to the PED controller 438″. The PED 430″wirelessly communicates to the IFE wireless transceiver 406″ via the PEDwireless transceiver 436″.

As discussed in greater detail above, the PED 430″ may be operated as anentertainment source for displaying video on the IFE passenger seatdisplay 404″. This advantageously allows the passenger to have a greaterselection of choices for viewing video during the flight.

As also discussed in greater detail above, the PED 430″ may displayvideo from the IFE video entertainment source 402″ once the PED 430″ isregistered with the IFE controller 408″. This advantageously allows thepassenger to comfortably view the video from the IFE video entertainmentsource on their PED 430″. The video from the IFE entertainment source402″ is wirelessly transmitted to the PED wireless transceiver 436″.

As an alternative to a single IFE controller 408″′, there is a pluralityof IFE seat electronic box (SEE) controllers arranged throughout theaircraft. As illustrated in FIG. 19, each SEB controller 480″′ supportsmore than one IFE passenger seat display 404″′. Each SEB controller480″′ includes at least one IFE wireless transceiver 406″′ to supportthe IFE passenger seat display 404″′ coupled thereto.

In the illustrated example, three IFE passenger seat displays 404″′ aresupported by an IFE SEB controller 480″′. Although not illustrated, eachIFE passenger seat display 404″′ may have its own IFE wirelesstransceiver 406″′ associated therewith.

The SEB controller 480″′ is coupled to the IFE video entertainmentsource 402″′ via the signal distribution network 441″′. Alternatively,the SEB controller 408″′ may include a video entertainment source 403″′coupled thereto. The illustrated SEB controller 480″′ may even includeits own registration token image generator 411″′ for the IFE passengerseat displays 404″′ coupled thereto. Each registration token imagegenerator 411″′ would operate independently of the other registrationtoken image generators in the other SEB controllers 480″′.

Referring now to the flowchart 550 illustrated in FIG. 20, a method foroperating the aircraft communications system comprising the aircraft IFEsystem 400″ and at least one PED 430″ carried by an aircraft passengeras described above will now be discussed. From the start (Block 552),the method comprises operating the PED controller 438″ for generating arespective registration token image 410″ on the PED display 440″ atBlock 554. The PED 430″ is then positioned by the passenger adjacenttheir assigned IFE passenger seat display 404″ at Block 556.

The method further comprises operating the IFE controller 408″ forselectively displaying video from the IFE entertainment source 402″ onthe IFE passenger seat displays 404″ at Block 558. The IFE controller408″ is also operated at Block 560 so that the IFE optical sensor 504″senses the displayed registration token image 410″. The PED wirelesstransceiver 436″ communicates at Block 562 via the IFE wirelesstransceiver 406″ based upon the sensed registration token image 410″ forregistering the PED 430″ with the IFE system 400″.

At decision Block 564, the passenger can select an available option. Oneoption is to operate the PED 430″ as a remote control for selectivelycontrolling displayed video on the IFE passenger seat display 404″ thatdisplayed the registration token image 410″ used in the registration(Block 566). A second option is to operate a PED video entertainmentsource 560″ to selectively display video on the IFE passenger seatdisplay 404″ at Block 568″. A third option is to operate a PED display440″ for selectively displaying video thereon from the IFE videoentertainment source 402″ at Block 570″. At Blocks 568″ and 570″, thepassenger also has the option of operating the PED 430″ as a remotecontrol (via Block 566) for selectively controlling the displayed video.The method ends at Block 572″.

Referring now to FIGS. 21-25, another aspect is directed to operation ofPEDs 630 as commerce devices. Operation of the PEDs 630 with theaircraft IFE system 600 forms a communications system for the aircraft122.

For illustration purposes, the aircraft IFE system 600 comprises atleast one IFE advertisement source 603, a plurality of IFE passengerseat displays 604, at least one IFE wireless transceiver 606, and atleast one IFE controller 608. A signal distribution network 641 connectsthe IFE controller 608 to the passenger seat displays 604. The IFEcontroller 608 is for selectively displaying advertisements 620 from theIFE advertisement source 603 on the IFE passenger seat displays 604. TheIFS system 600 may further include an IFS entertainment source 602.

Each advertisement 620 being displayed has a respective advertisementtoken image 622 associated therewith, as shown in FIG. 22. Theadvertisement token image 622 is similar to the registration token image410 as discussed in detail above. The advertisement token image 622 mayalso be configured as a bar code with a unique number or identification625 associated therewith. As readily appreciated by those skilled in theart, the advertisement token image 622 is not limited to a bar code.Other configurations may be used as long as a unique number oridentification 625 is associated therewith.

In addition to the advertisement source 603, an advertisementcard/catalog may be used. For instance, an advertisement card or catalogis included with each seat, and includes advertisement token imagesthereon corresponding to the different items for sale. Theadvertisements may be directed to liquor or books for sale, or example.

The IFE controller 608 also communicates via the IFE wirelesstransceiver 606. The IFE advertisement source 603 advantageouslyprovides advertisements 620 on various products and services that can beselected for purchase by a passenger using their PED 630. As discussedabove, on-board shopping by a passenger is a form of air-commerce.

The PED 630 comprises a PED optical sensor 634, a PED wirelesstransceiver 636, and a PED controller 638, as illustrated in FIG. 23.The PED controller 638 communicates with the IFE wireless transceiver606 via the PED wireless transceiver 636 based upon the PED opticalsensor 634 sensing a selected advertisement token image 622 on an IFEpassenger seat display 604 or on an advertisement card/catalog. Inaddition, the PED 630 includes a display 640, an input device 642 and amemory 637 coupled to the PED controller 638. As an alternative to usingthe PED optical sensor 634 to sense a selected advertisement 620 forpurchase, the passenger may manually enter the unique number oridentification into their PED 630 via the PED input device 642.

A purchase acceptance controller 660 cooperates with the IFE controller608 to accept purchase of the selected advertisement token image 622.Once the purchase is accepted by the purchase acceptance controller 660,the transaction can then be completed by communicating external theaircraft 122 to an Internet service provider, for example. The purchaseacceptance controller 660 will be discussed in greater detail below.

To use the PED 630 as a commerce device, the PED needs to be registeredwith the aircraft IFE system 600. Consequently, the aircraft IFE system600 includes a registration token image generator 611 for generatingregistration token images 610. As discussed above, the PED controller638 initially communicates with the IFE wireless transceiver 606 via thePED wireless transceiver 636 based upon the PED optical sensor 634sensing the registration token image. Once registered, then theadvertisement token images 620 selected by the PED optical sensor 634can be communicated to the IFE controller 608.

Alternatively, the registration token image and the advertisement tokenimage are combined into one combined image. That is, when a passengerselects an item for purchase, registration is performed at the sametime. For additional purchases, the registration portion of the combinedimage is simply ignored. Even though the same advertisement token imagescan be viewed by all of the passengers, the registration token imagesare specific to each seat.

The advertisements 620 provided by the IFE advertisement source 603 maybe in the form of web pages in which passengers can browse via their PED630. The IFE advertisement source 603 may be configured as a data memorycache for caching predetermined web pages to be browsed. The web pagesare received while the aircraft 122 is on the ground. Alternatively oradditionally, the web pages may be updated or refreshed while in flight.

For the purchase acceptance controller 660 to accept purchase of theselected advertisement token image 622, additional information isneeded. For example, the additional information may be credit cardinformation and/or frequent flyer information. This information may beprovided directly by the passenger to the purchase acceptance controller660 based on the PED controller 638 communicating with the IFE wirelesstransceiver 606 via the PED wireless transceiver 636. Alternatively,some or all of this information may be stored in a database separatefrom the PED 630, wherein the database is accessible by the purchaseacceptance controller 660.

In addition, each seat may have a user payment card reader 607associated therewith. The payment card reader 607 may be a credit cardreader, for example, of the type that reads magnetically encodedinformation from a stripe carried by the card as the user swipes thecard through a slot in the reader. The payment card reader 607 may alsobe configured to read a frequent flyer card having magnetically encodedinformation stored thereon.

In other embodiments, the PED 630 includes an application for providingthe credit card and/or frequent flyer information directly to theaircraft IFE system 600 without having to enter the information. Theapplication may be for a specific airline's frequent flyer program,wherein the frequent flyer mileage is treated as cash.

Once the purchase is accepted by the purchase acceptance controller 660,the transaction can then be completed by communicating external theaircraft 122 via an aircraft transceiver 670. After connection is madeto an Internet service provider (ISP) 672, for example, then the creditcard information can be verified by the authorizing credit card company.If frequent flyer information is used, then the authorizing airlineadministering the account would be asked to verify the information.Confirmation that the transaction is completed may then be provided backto the passenger's PED 640. To complete the transaction, the illustratedembodiment is not limited to an Internet service provider 672. Othersources for verifying the information may be used, as readilyappreciated by those skilled in the art.

At least one aircraft transceiver 670, for example, may be used tocommunicate external the aircraft, such as to the Internet serviceprovider 672. The at least one aircraft transceiver 670 may beconfigured as one or more airborne data links for communicating externalthe aircraft 122 for when the aircraft is airborne.

The airborne data links may include an air-to-ground transceiver 680communicating to a ground-based base station 140, and a satellitetransceiver 682 communicating to a ground-based satellite transmitter145, as illustrated in FIG. 24. The ground-based base station 140 andthe ground-based satellite transmitter 145 both connect to the Internetservice provider 672, as also illustrated in FIG. 24.

Similarly, the at least one aircraft transceiver 670 may include aground data link 696 for communicating external the aircraft 122 whenthe aircraft 122 is on the ground, as illustrated in FIG. 25. In thisembodiment, the purchase acceptance controller 660 completes transactionof the purchase based upon communicating external the aircraft 122 via aground link 698 to the Internet service provider 672 as discussed above.

As an alternative to a single IFE controller 608, there is a pluralityof IFE seat electronic box (SEE) controllers 680′ arranged throughoutthe aircraft. As illustrated in FIG. 26, each SEB controller 608′supports more than one IFE passenger seat display 604′. Each SEBcontroller 680′ includes at least one IFE wireless transceiver 606″′ tosupport the IFE passenger seat display 604′ coupled thereto.

In the illustrated example, three IFE passenger seat displays 604″′ aresupported by each IFE SEB controller 680′. Although not illustrated,each IFE passenger seat display 604′ may have its own IFE wirelesstransceiver 606′ associated therewith.

Each SEB controller 680′ is coupled to the IFE advertisement source 603′and to the IFE video entertainment source 602′ via the signaldistribution network 641′. Alternatively, each SEB controller 608′ mayinclude its own IFE advertisement source 603′ and IFE videoentertainment source 603′ coupled thereto. The illustrated SEBcontroller 680′ may even include its own registration token imagegenerator 611′ for the IFE passenger seat displays 604′ coupled thereto.Each registration token image generator 611″′ would operateindependently of the other registration token image generators in theother SEE controllers 680′.

Referring now to the flowchart 700 illustrated in FIG. 27, a method foroperating the aircraft communications system comprising the aircraft IFEsystem 600 and at least one PED 630 carried by an aircraft passenger asdescribed above will now be discussed. From the start (Block 702), themethod comprises operating the IFE controller 608 at Block 704 forselectively displaying advertisements 620 from the IFE advertisementsource 603 on the IFE passenger seat displays 604, with eachadvertisement being displayed having a respective advertisement tokenimage 622 associated therewith.

The IFE controller 608 also communicates via the IFE wirelesstransceiver 606 at Block 706. The PED 630 is then positioned adjacentone of the IFE passenger seat displays 604 at Block 708. The PEDcontroller 638 is operated at Block 710 for communicating with the IFEwireless transceiver 606 via the PED wireless transceiver 636 based uponthe PED optical sensor 634 sensing a selected advertisement token image622. The purchase acceptance controller 660 is operated at Block 712 tocooperate with the IFE controller 608 to accept purchase of the selectedadvertisement token image 622. The purchase acceptance controller 660then communicates external the aircraft 122 at Block 714 to complete thepurchase. The method ends at Block 716.

Referring now to FIGS. 28 and 29, another embodiment of thecommunications system involves the PED 630″ being more involved withinitiating and completing purchase of the advertisement associated withthe selected advertisement token image. In other words, this embodimentdoes not require the use of the purchase acceptance controller 660, asin the above-described embodiment. Nonetheless, the purchase may becompleted by the PED 630″ while the passenger is still on-board theaircraft 122″ by the PED interfacing with an aircraft transceiver 670″for communicating external the aircraft, such as to an Internet serviceprovider. In addition, the purchase may be completed after the passengerhas deboarded the aircraft 122″ by also connecting to an Internetservice provider.

Since the IFE controller 608″ does not have to communicate to the PEDcontroller 638″′ with respect to the purchase, the IFE wirelesstransceiver 606 is also not required. However, if the PED 630″ were tobe used as a remote control as discussed above, then the IFE wirelesstransceiver 606 would be required, as readily appreciated by thoseskilled in the art.

For illustration purposes, the IFE system 600′ includes at least one IFEadvertisement source 603″, a plurality of IFE passenger seat displays604″, and at least one IFE controller 608″. The IFE controller 608″ isfor selectively displaying advertisements 620″ from the IFEadvertisement source 603″ on the IFE passenger seat displays 604″. As inthe above-described embodiment, each advertisement 620″ being displayedhas a respective advertisement token image 622″ associated therewith.

The PED 630″ comprises a PED optical sensor 634″ for sensing a selectedadvertisement token image 620″, a PED wireless transceiver 636″, and aPED controller 638″. In addition, the PED 630″ includes a display 640″,an input device 642″ and a memory 637″ coupled to the PED controller638″. The memory 637″ may store the selected advertisement token image,at least until confirmation of the purchase has been received.

The PED controller 638′ communicates via the PED wireless transceiver636′ to initiate and complete purchase of the advertisement associatedwith the selected advertisement token image. Communications may bedirected to an Internet service provider 672″, for example. To completethe purchase, the PED controller 638″ provides credit card informationand/or frequent flyer account information.

When on-board the aircraft 122″, at least one aircraft transceiver 670″is used to interface with the Internet service provider 672″. The atleast one aircraft transceiver 670″ may be configured as one or moreairborne data links for communicating external the aircraft 122″ forwhen the aircraft is airborne, as illustrated in FIG. 30. Theair-to-ground transceiver 680″ communicates to a ground-based basestation 140, and a satellite transceiver 682″ communicates to aground-based satellite transmitter 145. The ground-based base station140 and the ground-based satellite transmitter 145 both connect to theInternet service provider 672″.

Similarly, the at least one aircraft transceiver 670″ may include aground data link 696″ for communicating external the aircraft 122″ whenthe aircraft is on the ground, as illustrated in FIG. 31. Alternatively,the PED 630″ completes transaction of the purchase away from theaircraft 122″ by communicating with a ground-based network. Asillustrated in FIG. 32, the PED 630″ communicates to an Internet serviceprovider 672″ via a Wi-Fi hot spot 673″ at the airport 675″. Of course,the PED 630″ may communicate to the Internet service provider 672″ awayfrom the airport.

After connection is made to an Internet service provider (ISP) 672″, forexample, then the credit card information can be verified by theauthorizing credit card company. If frequent flyer information is used,then the authorizing airline administering the account would be asked toverify the information. Confirmation that the transaction is completedmay then be provided back to the passenger's PED 640. To complete thetransaction, the illustrated embodiment is not limited to an Internetservice provider 672. Other sources for verifying the information may beused, as readily appreciated by those skilled in the art.

As an alternative to a single IFE controller 608, there is a pluralityof IFE seat electronic box (SEB) controllers 680′ arranged throughoutthe aircraft. As illustrated in FIG. 29, each SEB controller 608′supports more than one IFE passenger seat display 604′. Each SEBcontroller 680′ includes at least one IFE wireless transceiver 606″ tosupport the IFE passenger seat display 604′ coupled thereto.

In the illustrated example, three IFE passenger seat displays 604″′ aresupported by each IFE SEB controller 680′. Although not illustrated,each IFE passenger seat display 604′ may have its own IFE wirelesstransceiver 606′ associated therewith.

Each SEB controller 680′ is coupled to the IFE advertisement source 603′and to the IFE video entertainment source 602′ via the signaldistribution network 641′. Alternatively, each SEB controller 608′ mayinclude its own IFE advertisement source 603′ and IFE videoentertainment source 603′ coupled thereto. The illustrated SEBcontroller 680′ may even include its own registration token imagegenerator 611′ for the IFE passenger seat displays 604′ coupled thereto.Each registration token image generator 611″′ would operateindependently of the other registration token image generators in theother SEB controllers 680′.

Referring now to the flowchart 730 illustrated in FIG. 34, a method foroperating the aircraft communications system comprising the aircraft IFEsystem 600″ and at least one PED 630″ carried by an aircraft passengeras described above will now be discussed. From the start (Block 702),the method operating the IFE controller 608″ for selectively displayingadvertisements 620″ from the IFE advertisement source 603″ on the IFEpassenger seat displays 604″ at Block 734. Each advertisement 620″ beingdisplayed has a respective advertisement token image 625 associatedtherewith.

The PED adjacent 630″ is positioned adjacent one of the IFE passengerseat displays 604″ at Block 736. The method further comprises at Block738 operating the PED controller 638″ for communicating via the PEDwireless transceiver 636″ to initiate and complete purchase of theadvertisement 620″ associated with the selected advertisement tokenimage 622″. The method ends at Block 740.

Referring now to FIGS. 35-38, another aspect is directed to PEDs 830cooperating with an aircraft IFE system 800 for redeeming in-flightcoupons 819. Operation of the PEDs 830 with the aircraft IFE system 800forms a communications system for the aircraft.

For illustration purposes, the aircraft IFE system 800 comprises atleast one IFE video entertainment source 802, a plurality of IFEpassenger seat displays 804, at least one IFE wireless transceiver 806,and at least one IFE controller 808. The IFE controller 808 is forselectively displaying video from the IFE entertainment source 802 onthe IFE passenger seat displays 804, for generating a respectiveregistration token image 810 on each IFE passenger seat display, and forcommunicating via the IFE wireless transceiver 806.

The PED 830 comprises a PED optical sensor 834, a PED memory 837 forstoring an in-flight coupon 819 to be redeemed by the passenger whilein-flight, a PED wireless transceiver 836, and a PED controller 838. ThePED optical sensor 834 may be configured as a camera, for example.

The PED controller 838 is for communicating with the IFE wirelesstransceiver 806 via the PED wireless transceiver 836 based upon the PEDoptical sensor 834 sensing the registration token image 810 so that thePED controller 838 is registered with the IFE controller 808. Afterregistration, the PED controller 838 provides the stored in-flightcoupon 819 to the IFE controller for redemption.

Each respective registration token image 810, as described above,advantageously allows the PED controller 838 to register with the IFEcontroller 808 upon communicating therewith. The PED 830 that sensed theregistration token image is assigned to and associated with the IFEpassenger seat display 804 that displayed the registration token imagebeing sensed. Once registered, the PED 830 is integrated with the IFEsystem 800.

A registered PED 830 then advantageously allows the passenger to receiveand present an in-flight coupon 819. This avoids the use of a papercoupon that may become lost or misplaced. The in-flight coupon 819 maybe applied toward a number of different items. For example, the IFEvideo entertainment source 802 may provide a premium video package, andthe in-flight coupon 819 permits the passenger to complimentary accessthe premium movie package. Another example is for the in-flight coupon819 to permit the passenger to receive a complimentary set of headphonesor a complimentary food and/or an alcoholic beverage.

For illustration purposes, an in-flight coupon 819 to be redeemed by apassenger includes text 821 describing the coupon and a coupon tokenimage 823 associated therewith, as illustrated in FIG. 37. The coupontoken image 823 is similar to the registration token image 810 asdiscussed in detail above. The coupon token image 823 may also beconfigured as a bar code with a unique number or identification 825associated therewith. As readily appreciated by those skilled in theart, the coupon token image 825 is not limited to a bar code. Otherconfigurations may be used as long as a unique number or identification825 is associated therewith.

At least one cabin display 807 is coupled to the IFE controller 808 fordisplaying confirmation of a passenger's in-flight coupon that is to beredeemed. In addition to or in lieu of the cabin display 807, a flightattendant carries a cabin device 809 that wirelessly communicates withthe IFE controller 808 so that conformation is received of a passenger'sin-flight coupon that is to be redeemed. The cabin device 809 may alsobe used to facilitate transaction if a purchase is being made. The cabindevice 809 may communicate with the purchase acceptance controller 660to complete a purchase. The cabin device 809 advantageously allows thecabin area of the aircraft to be a cashless cabin.

If a passenger is redeeming an in-flight coupon 819 directed to acomplimentary set of headphones, for example, a flight attendant isnotified and delivers a set of headphones to the passenger. Thein-flight coupon being redeemed is displayed on in cabin display 807,along with information 827 on the passenger redeeming the coupon, suchas row and seat number, for example.

Alternatively, if the in-flight coupon 819 is directed to acomplimentary premium movie package offered by the IFE videoentertainment source 802, for example, then the in-flight coupon may bedirectly applied by the IFE controller 808 without having to display thecoupon on the cabin display 807. To verify the authenticity of thecoupon 819, an IFE coupon verifier 861 is coupled to the IFE controller808 to receive and verify the in-flight coupon 819. The IFE couponverifier 861 may include a coupon database to which the in-flight coupon819 being redeemed is compared. The IFE coupon verifier 861 willinstruct the IFE controller 808 to accept or reject the in-flight coupon819.

The PED 830 may receive the in-flight coupon 819 prior to the passengerboarding the aircraft, and prior to registration. For example, the PEDwireless transceiver 836 receives the in-flight coupon 819 via e-mailand then stores the in-flight coupon in the PED memory 837.

Alternatively, the PED 830 receives the in-flight coupon 819 after thepassenger boards the aircraft, i.e., after registration. For example,the IFE controller 808 provides the in-flight coupon to the PED memory837 by communicating with the PED wireless transceiver 836 via the IFEwireless transceiver 806.

The aircraft IFE system 800 further comprises an in-flight coupongenerator 866 coupled to the IFE controller 808 for providing thein-flight coupon 819 thereto. The in-flight coupon generator 866provides the in-flight coupon 819 based on information in a passengerdatabase 868.

As an alternative to a single IFE controller 808, there is a pluralityof IFE seat electronic box (SEB) controllers arranged throughout theaircraft. As illustrated in FIG. 39, each SEB controller 880′ supportsmore than one IFE passenger seat display 804′. Each SEB controller 880′includes at least one IFE wireless transceiver 806′ to support the IFEpassenger seat display 804′ coupled thereto.

In the illustrated example, three IFE passenger seat displays 804′ aresupported by an IFE SEB controller 880′. Although not illustrated, eachIFE passenger seat display 804′ may have its own IFS wirelesstransceiver 806′ associated therewith. The SEB controller 880′ iscoupled to the video entertainment source 802′, the IFE coupon verifier861 and the IFS coupon generator 866 via the signal distribution network841′. Alternatively, each SEB controller 808′ may include a videoentertainment source 803′ coupled thereto. The illustrated SEBcontroller 880′ may also include its own registration token imagegenerator 811′ for the IFS passenger seat displays 804′ coupled thereto.In addition, each SEB controller 880′ may include its own the IFE couponverifier 861′ and IFS coupon generator 866′.

Referring now to the flowchart 900 illustrated in FIG. 40, a method foroperating the aircraft communications system comprising the aircraft IFEsystem 800 and at least one PED 830 carried by an aircraft passenger asdescribed above will now be discussed. From the start (Block 902), themethod comprises storing an in-flight coupon 819 in the PED memory 823to be redeemed by the passenger while in-flight at Block 904. The IFEcontroller 808 is operated at Block 906 for selectively displaying videofrom the IFE entertainment source 802 on the IFE passenger seat displays804, for generating a respective registration token image on each IFEpassenger seat display 804, and for communicating via the IFE wirelesstransceiver 806. The method further comprises operating the PEDcontroller 830 for communicating with the IFE wireless transceiver 806via the PED wireless transceiver 836 based upon the PED optical sensor834 sensing the registration token image 810 so that the PED controller838 is registered with the IFS controller 808 at Block 908. Afterregistration, the stored in-flight coupon 819 is provided to the at IFScontroller 808 for redemption at Block 910. The method ends at Block912.

Referring now to FIGS. 41 and 42, another embodiment of thecommunications system involves the aircraft IFS system 800″ including anIFS optical sensor 839″ for sensing the in-flight coupon 819″ from thePED display 840″.

For illustration purposes, the aircraft IFS system 800″ includes atleast one PED 830″ carried by an aircraft passenger and comprising a PEDdisplay 840″, a PED memory 837″ for storing an in-flight coupon 819″ tobe redeemed by the passenger while in-flight, and a PED controller 838″.The PED controller 838″ is for displaying the stored in-flight coupon819″ on the PED display 840″.

The aircraft IFE system includes at least one IFS video entertainmentsource 802″, a plurality of IFE passenger seat displays 804″, arespective IFS optical sensor 839″ associated with each of the IFEpassenger seat displays 804″, and at least one IFS controller 808″. TheIFE controller 808″ is for selectively displaying video from the IFEentertainment source 802″ on the IFE passenger seat displays 804″, andfor receiving the stored coupon 819″ for redemption based upon arespective IFE optical sensor 839″ sensing the displayed coupon 819″ onthe PED display 840″.

The PED 830″ may present the in-flight coupon 819″ without beingregistered with the aircraft IFE system 800″. Registration is notnecessary since the IFE controller 808″ knows the location of the IFEsensor 839″ sensing the in-flight coupon 819″. For instance, the cabindisplay 807″ coupled to the IFE controller 808″ is still able to displaya passenger's in-flight coupon that is to be redeemed, along withinformation 827″ on the passenger redeeming the coupon based on locationof the IFE optical sensor 839″ sensing the coupon 819″.

Alternatively, if the in-flight coupon 819″ is directed to acomplimentary premium movie package offered by the IFE videoentertainment source 802″, for example, then the in-flight coupon may bedirectly applied by the IFE controller 808″ based on location of the IFEoptical sensor 839″ sensing the coupon 819.

The coupon token image 823 is similar to the registration token image810 as discussed in detail above. The coupon token image 823 may also beconfigured as a bar code with a unique number or identification 825associated therewith. As readily appreciated by those skilled in theart, the coupon token image 823 is not limited to a bar code. Otherconfigurations may be used as long as a unique number or identification825 is associated therewith.

To verify the authenticity of the coupon 819″, an IFE coupon verifier861″ is coupled to the IFE controller 808″ to receive and verify thein-flight coupon 819″. The IFE coupon verifier 861″ may include a coupondatabase to which the in-flight coupon 819″ being redeemed is compared.The IFE coupon verifier 861″ will instruct the IFE controller 808″ toaccept or reject the in-flight coupon 819″.

The PED 830″ may receive the in-flight coupon 819″ prior to thepassenger boarding the aircraft. For example, the PED wirelesstransceiver 836 receives the in-flight coupon 819″ via e-mail and thenstores the in-flight coupon in the PED memory 837″.

Although registration of the PED 830″ with the aircraft IFE system 800″is not required, registration would allow the PED 830″ to receivein-flight coupon 819″ after the passenger boards the aircraft. Forexample, the IFE controller 808″ provides the in-flight coupon to thePED memory 837″ by communicating with the PED wireless transceiver 836″via the IFE wireless transceiver 806″.

The aircraft IFE system 800″ may further comprise an in-flight coupongenerator 866″ coupled to the IFE controller 808″ for providing thein-flight coupon 819″ thereto. The in-flight coupon generator 866″provides the in-flight coupon 819″ based on information in a passengerdatabase 868″.

As an alternative to a single IFE controller 808″, there is a pluralityof IFE seat electronic box (SEB) controllers arranged throughout theaircraft. As illustrated in FIG. 43, each SEB controller 880″′ supportsmore than one IFE passenger seat display 804″′. Each SEB controller 880″includes at least one IFE wireless transceiver 806″′ to support the IFEpassenger seat display 804″′ coupled thereto.

In the illustrated example, three IFE passenger seat displays 804″ aresupported by an IFS SEB controller 880″. Although not illustrated, eachIFE passenger seat display 804″′ may have its own IFE wirelesstransceiver 806″ associated therewith.

The SEB controller 880″′ is coupled to the video entertainment source802″′, the IFE coupon verifier 861″′ and the IFS coupon generator 866″′via the signal distribution network 841″′. Alternatively, each SEBcontroller 808″′ may include a video entertainment source 803′ coupledthereto. The illustrated SEB controller 880″′ may also include its ownregistration token image generator 811″′ for the IFE passenger seatdisplays 804″′ coupled thereto. In addition, each SEB controller 880′may include its own the IFE coupon verifier 861″′ and IFS coupongenerator 866″′.

Referring now to the flowchart 950 illustrated in FIG. 44, a method foroperating the aircraft communications system comprising at least one PED830″ carried by an aircraft passenger, and an aircraft IFS system 800″as described above. From the start (Block 952), the method comprisesstoring in the PED memory 837″ an in-flight coupon 819″ to be redeemedby the passenger while in-flight at Block 954. The method furthercomprises operating the PED controller 838″ at Block 956 for displayingthe stored in-flight coupon 819″ on the PED display 844″. The IFEcontroller 808″ may be operated at Block 958 for selectively displayingvideo from the IFE entertainment source 802″ on the IFE passenger seatdisplays 804″, and for receiving the stored coupon 819″ for redemptionbased upon a respective IFE optical sensor 839″ sensing the displayedcoupon on the PED display 840″. The method ends at Block 960.

Many modifications and other embodiments of the invention will come tothe mind of one skilled in the art having the benefit of the teachingspresented in the foregoing descriptions and the associated drawings. Inaddition, other features relating to the aircraft communications systemare disclosed in copending patent applications filed concurrentlyherewith and assigned to the assignee of the present invention and areentitled REGISTRATION OF A PERSONAL ELECTRONIC DEVICE (PED) WITH ANAIRCRAFT IFE SYSTEM USING AIRCRAFT GENERATED REGISTRATION TOKEN IMAGESAND ASSOCIATED METHODS, attorney docket number 59074; AIRCRAFT IFESYSTEM COOPERATING WITH A PERSONAL ELECTRONIC DEVICE (PED) OPERATING ASA COMMERCE DEVICE, attorney docket number 59075; PERSONAL ELECTRONICDEVICE (PED) COOPERATING WITH AN AIRCRAFT IFE SYSTEM FOR REDEEMING ANIN-FLIGHT COUPON AND ASSOCIATED METHODS, attorney docket number 59076;REGISTRATION OF A PERSONAL ELECTRONIC DEVICE (PED) WITH AN AIRCRAFT IFESYSTEM USING PED GENERATED REGISTRATION TOKEN IMAGES, attorney docketnumber 59078; PERSONAL ELECTRONIC DEVICE (PED) OPERATING AS A COMMERCEDEVICE ONBOARD AN AIRCRAFT, attorney docket number 59079, the entiredisclosures of which are incorporated herein in their entirety byreference. Therefore, it is understood that the invention is not to belimited to the specific embodiments disclosed, and that modificationsand embodiments are intended to be included as readily appreciated bythose skilled in the art.

1. A communications system for an aircraft comprising: at least onepersonal electronic device (PED) carried by an aircraft passenger andcomprising a PED display, a PED memory for storing an in-flight couponto be redeemed by the passenger while in-flight, the in-flight couponhaving an in-flight coupon token image associated therewith, and a PEDcontroller for displaying the stored in-flight coupon along with thein-flight coupon token image associated therewith on said PED display;and an aircraft in-flight entertainment (IFE) system comprising at leastone IFE video entertainment source, a plurality of IFE passenger seatdisplays, a respective IFE optical sensor associated with each of saidplurality of IFE passenger seat displays, and at least one IFEcontroller for selectively displaying video from said at least one IFEentertainment source on said plurality of IFE passenger seat displays,and for receiving the stored coupon for redemption based upon arespective IFE optical sensor sensing the displayed in-flight coupontoken image associated therewith on said PED display.
 2. Thecommunications system according to claim 1 wherein said aircraft IFEsystem further comprises at least one cabin display coupled to said atleast one IFE controller for displaying a passenger's coupon that is tobe redeemed.
 3. The communications system according to claim 1 whereinsaid at least one PED further comprises a PED wireless transceiver, andsaid PED controller generates a respective registration token image onsaid PED display, and communicates via said PED wireless transceiver;and wherein said at least one IFE controller communicates with said PEDwireless transceiver via said at least one IFE wireless transceiverbased upon a respective IFE optical sensor sensing the registrationtoken image on said PED display so that said PED controller isregistered with said at least one IFE controller.
 4. The communicationssystem according to claim 3 wherein said at least one IFE controllerreceives the stored in-flight coupon for redemption after registration.5. The communications system according to claim 1 wherein said PEDwireless transceiver receives the in-flight coupon for storing in saidPED memory prior to the passenger boarding the aircraft.
 6. Thecommunications system according to claim 3 wherein said at least one IFEcontroller provides the in-flight coupon to said PED memory bycommunicating with said PED wireless transceiver via said at least oneIFE wireless transceiver after registration.
 7. The communicationssystem according to claim 6 wherein said aircraft IFE system furthercomprises an in-flight coupon generator coupled to said at least one IFEcontroller for providing the in-flight coupon thereto.
 8. Thecommunications system according to claim 7 wherein said in-flight coupongenerator provides the in-flight coupon based on a passenger database.9. The communications system according to claim 8 wherein said in-flightcoupon generator comprises a memory for storing the passenger database.10. The communications system according to claim 1 wherein said at leastone IFE video entertainment source provides at least one premium videopackage, and wherein the in-flight coupon permits the passenger tocomplimentary access the at least one premium movie package.
 11. Thecommunications system according to claim 1 wherein the in-flight couponpermits the passenger to complimentary receive a set of headphones. 12.The communications system according to claim 1 wherein the in-flightcoupon permits the passenger to complimentary receive at least one offood and an alcoholic beverage.
 13. The communications system accordingto claim 1 wherein said optical sensor comprises a camera.
 14. Thecommunications system according to claim 3 wherein the registrationtoken image is configured as a bar code.
 15. The communications systemaccording to claim 3 further comprising a registration token imagegenerator coupled to said at least one IFE controller for generating therespective registration token image.
 16. The communications systemaccording to claim 3 wherein said PED wireless transceiver comprises aPED radio frequency (RF) transceiver, and said at least one IFE wirelesstransceiver comprises at least one IFE RF transceiver.
 17. Thecommunications system according to claim 1 wherein said at least one IFEcontroller comprises a plurality of IFE seat electronic box (SEB)controllers arranged throughout the aircraft; and wherein said at leastone IFE wireless transceiver comprises at least one IFE SEB wirelesstransceiver in each IFE SEB controller.
 18. An aircraft in-flightentertainment (IFE) system for use with at least one personal electronicdevice (PED) carried by an aircraft passenger, the at least one PEDcomprising a PED display, a PED memory for storing an in-flight couponto be redeemed by the passenger while in-flight, the in-flight couponhaving an in-flight coupon token image associated therewith, and a PEDcontroller for displaying the stored in-flight coupon along with thein-flight coupon token image associated therewith on the PED display,the aircraft IFE system comprising: at least one IFE video entertainmentsource; a plurality of IFE passenger seat displays; a respective IFEoptical sensor associated with each of said plurality of IFE passengerseat displays; and at least one IFE controller for selectivelydisplaying video from said at least one IFE entertainment source on saidplurality of IFE passenger seat displays, and receiving the storedcoupon for redemption based upon a respective IFE optical sensor sensingthe displayed in-flight coupon token image associated therewith on thePED display.
 19. The aircraft IFE system according to claim 18 furthercomprising at least one cabin display coupled to said at least one IFEcontroller for displaying a passenger's coupon that is to be redeemed.20. The aircraft IFE system according to claim 18 wherein the at leastone PED further comprises a PED wireless transceiver, and the PEDcontroller generates a respective registration token image on the PEDdisplay, and communicates via the PED wireless transceiver; and whereinsaid at least one IFE controller communicates with the PED wirelesstransceiver via said at least one IFE wireless transceiver based upon arespective IFE optical sensor sensing the registration token image onthe PED display so that the PED controller is registered with said atleast one IFE controller.
 21. The aircraft IFE system according to claim20 wherein said at least one IFE controller receives the storedin-flight coupon for redemption after registration.
 22. The aircraft IFEsystem according to claim 18 wherein said PED wireless transceiverreceives the in-flight coupon for storing in said PED memory prior tothe passenger boarding the aircraft.
 23. The aircraft IFE systemaccording to claim 20 wherein said at least one IFE controller providesthe in-flight coupon to said PED memory by communicating with said PEDwireless transceiver via said at least one IFE wireless transceiverafter registration.
 24. The aircraft IFE system according to claim 18wherein said at least one IFE video entertainment source provides atleast one premium video package, and wherein the in-flight couponpermits the passenger to complimentary access the at least one premiummovie package.
 25. The aircraft IFE system according to claim 18 whereinthe in-flight coupon permits the passenger to complimentary receive aset of headphones.
 26. The aircraft IFE system according to claim 18wherein the in-flight coupon permits the passenger to complimentaryreceive at least one of food and an alcoholic beverage.
 27. A personalelectronic device (PED) to be carried by an aircraft passenger and foruse with an aircraft in-flight entertainment (IFE) system comprising atleast one IFE video entertainment source, a plurality of IFE passengerseat displays, a respective IFE optical sensor associated with each ofthe plurality of IFE passenger seat displays, and at least one IFEcontroller for selectively displaying video from the at least one IFEentertainment source on the plurality of IFE passenger seat displays,the PED comprising: a PED display; a PED memory for storing an in-flightcoupon to be redeemed by the passenger while in-flight, the in-flightcoupon having an in-flight coupon token image associated therewith; anda PED controller for displaying the stored in-flight coupon along withthe in-flight coupon token image associated therewith on said PEDdisplay so that the at least one IFE controller receives the storedcoupon for redemption based upon a respective IFE optical sensor sensingthe displayed in-flight coupon token image associated therewith on saidPED display.
 28. The PED according to claim 27 further comprising atleast one cabin display coupled to the at least one IFE controller fordisplaying a passenger's coupon that is to be redeemed.
 29. The PEDaccording to claim 27 further comprising a PED wireless transceiver, andwherein said PED controller generates a respective registration tokenimage on the PED display, and communicates via said PED wirelesstransceiver; and wherein the at least one IFE controller communicateswith the PED wireless transceiver via the at least one IFE wirelesstransceiver based upon a respective IFE optical sensor sensing theregistration token image on said PED display so that said PED controlleris registered with the at least one IFE controller.
 30. The PEDaccording to claim 29 wherein said at least one IFE controller receivesthe stored in-flight coupon for redemption after registration.
 31. ThePED according to claim 27 wherein said PED wireless transceiver receivesthe in-flight coupon for storing in said PED memory prior to thepassenger boarding the aircraft.
 32. The PED according to claim 29wherein the at least one IFE controller provides the in-flight coupon tosaid PED memory by communicating with said PED wireless transceiver viathe at least one IFE wireless transceiver after registration.
 33. ThePED according to claim 27 wherein the at least one IFE videoentertainment source provides at least one premium video package, andwherein the in-flight coupon permits the passenger to complimentaryaccess the at least one premium movie package.
 34. The PED according toclaim 27 wherein the in-flight coupon permits the passenger tocomplimentary receive a set of headphones.
 35. The PED according toclaim 27 wherein the in-flight coupon permits the passenger tocomplimentary receive at least one of food and an alcoholic beverage.36. A method for operating an aircraft in-flight entertainment (IFE)system with at least one personal electronic device (PED) carried by anaircraft passenger, the at least one PED comprising a PED display, a PEDmemory for storing an in-flight coupon to be redeemed by the passengerwhile in-flight, the in-flight coupon having an in-flight coupon tokenimage associated therewith, and a PED controller for displaying thestored in-flight coupon along with the in-flight coupon token imageassociated therewith on the PED display; the aircraft IFE systemcomprising at least one IFE video entertainment source, a plurality ofIFE passenger seat displays, a respective IFE optical sensor associatedwith each of the plurality of IFE passenger seat displays, and at leastone IFE controller coupled to the least one IFE video entertainmentsource, the plurality of IFE passenger seat displays and the respectiveIFE optical sensors, the method comprising: operating the at least oneIFE controller for selectively displaying video from the at least oneIFE entertainment source on the plurality of IFE passenger seatdisplays, and receiving the stored coupon for redemption based upon arespective IFE optical sensor sensing the displayed in-flight coupontoken image associated therewith on the PED display.
 37. The methodaccording to claim 36 wherein the aircraft IFE system further comprisesat least one cabin display coupled to the at least one IFE controllerfor displaying a passenger's coupon that is to be redeemed.
 38. Themethod according to claim 36 wherein the at least one PED furthercomprises a PED wireless transceiver, and the PED controller generates arespective registration token image on the PED display, and communicatesvia the PED wireless transceiver; and wherein the at least one IFEcontroller communicates with the PED wireless transceiver via the atleast one IFE wireless transceiver based upon a respective IFE opticalsensor sensing the registration token image on the PED display so thatthe PED controller is registered with the at least one IFE controller.39. The method according to claim 38 wherein the at least one IFEcontroller receives the stored in-flight coupon for redemption afterregistration.
 40. The method according to claim 36 wherein the PEDwireless transceiver receives the in-flight coupon for storing in thePED memory prior to the passenger boarding the aircraft.
 41. The methodaccording to claim 38 wherein the at least one IFE controller providesthe in-flight coupon to the PED memory by communicating with the PEDwireless transceiver via the at least one IFE wireless transceiver afterregistration.
 42. The method according to claim 36 wherein the at leastone IFE video entertainment source provides at least one premium videopackage, and wherein the in-flight coupon permits the passenger tocomplimentary access the at least one premium movie package.
 43. Themethod according to claim 36 wherein the in-flight coupon permits thepassenger to complimentary receive a set of headphones.
 44. The methodaccording to claim 36 wherein the in-flight coupon permits the passengerto complimentary receive at least one of food and an alcoholic beverage.45. A method for operating a personal electronic device (PED) to becarried by an aircraft passenger and for use with an aircraft IFE systemcomprising at least one IFE video entertainment source, a plurality ofIFE passenger seat displays, a respective IFE optical sensor associatedwith each of the plurality of IFE passenger seat displays, and at leastone IFE controller for selectively displaying video from the at leastone IFE entertainment source on the plurality of IFE passenger seatdisplays; the PED comprising a PED display, a PED memory, and a PEDcontroller coupled to the PED display and the PED memory, the methodcomprising: storing in the PED memory an in-flight coupon to be redeemedby the passenger while in-flight, the in-flight coupon having anin-flight coupon token image associated therewith; and operating the PEDcontroller for displaying the stored in-flight coupon along with thein-flight coupon token image associated therewith on the PED display sothat the at least one IFE controller receives the stored coupon forredemption based upon a respective IFE optical sensor sensing thedisplayed in-flight coupon token image associated therewith on the PEDdisplay.
 46. The method according to claim 45 wherein the aircraft IFEfurther comprises at least one cabin display coupled to the at least oneIFE controller for displaying a passenger's coupon that is to beredeemed.
 47. The method according to claim 45 wherein the PED furthercomprises a PED wireless transceiver, and wherein the PED controllergenerates a respective registration token image on the PED display, andcommunicates via the PED wireless transceiver; and wherein the at leastone IFE controller communicates with the PED wireless transceiver viathe at least one IFE wireless transceiver based upon a respective IFEoptical sensor sensing the registration token image on the PED displayso that the PED controller is registered with the at least one IFEcontroller.
 48. The method according to claim 47 wherein the at leastone IFE controller receives the stored in-flight coupon for redemptionafter registration.
 49. The method according to claim 45 wherein the PEDwireless transceiver receives the in-flight coupon for storing in thePED memory prior to the passenger boarding the aircraft.
 50. The methodaccording to claim 47 wherein the at least one IFE controller providesthe in-flight coupon to the PED memory by communicating with the PEDwireless transceiver via the at least one IFE wireless transceiver afterregistration.
 51. The method according to claim 45 wherein the at leastone IFE video entertainment source provides at least one premium videopackage, and wherein the in-flight coupon permits the passenger tocomplimentary access the at least one premium movie package.
 52. Themethod according to claim 45 wherein the in-flight coupon permits thepassenger to complimentary receive a set of headphones.
 53. The methodaccording to claim 45 wherein the in-flight coupon permits the passengerto complimentary receive at least one of food and an alcoholic beverage.